Seating system and a passenger accommodation unit for a vehicle

ABSTRACT

A passenger seat assembly for a vehicle, particularly an aircraft, which is adapted to provide self-contained, individual seating and sleeping accommodation for a passenger, said seat assembly comprising: supporting structure ( 42 ) for supporting said assembly off the floor of a vehicle; one or more movable passenger-bearing, structural components ( 71,72 ); and means for connecting said movable, structural components to said structure such that said components can be selectively moved between a seat configuration, in which a plurality of passenger-bearing surfaces on said one or more structural, movable components ( 71,71 ) or said supporting structure form a seat for the passenger, and a bed configuration, in which a plurality of said bearing surfaces ( 47,48,67,74,76 ) are disposed substantially coplanarly and substantially contiguously to form a bed for the passenger; characterised in that at least one of said movable components ( 72 ) is double-sided, comprising first and second opposite sides, one of said sides having a first seat surface ( 73 ) that forms part of the seat in said seat configuration, and the other side having a second bed surface ( 74 ) that forms part of said bed in said bed configuration.

[0001] The present invention relates to a novel seating system for apassenger vehicle, particularly an aircraft. The present invention alsorelates to a passenger accommodation unit for a vehicle, whichaccommodation unit is adapted to provide individual, self-containedseating and sleeping accommodation for a passenger. The accommodationunit of the present invention may be adapted for use on any passengervehicle, including omnibuses, coaches, ferries and railway carriages,but is particularly suited for use on aircraft. The present inventionalso comprehends improvements in or relating to passenger seats forvehicles, particularly aircraft.

[0002] A conventional passenger seat for an aircraft comprises a backrest and a seat pan that are supported off the floor of the vehicle bymeans of a suitable supporting structure that is anchored to a pair ofseat tracks in the floor. The seat defines a notional longitudinal seataxis, as viewed from the perspective of a passenger using the seat, anda plurality of such seats are adapted to be arranged in rows in apassenger accommodation cabin within the fuselage of an aircraft, eachrow extending transversely across the cabin, one behind another, withthe notional seat axis of each seat substantially aligned with thelongitudinal axis of the fuselage such that each seat faces forwards.Usually, the back-rest of the seat is capable of reclining from anupright position to a reclined position for the comfort of a passengerusing the seat during the course of a flight. Some prior art passengerseats, particularly seats for use in business-class and first-class ofsections of aircraft, where the pitch between adjacent rows of seats isgreater than in an economy-class cabin, also comprise a leg-rest whichis hinged to the front of the seat-pan and is capable of movementbetween a lowered or stowed position, in which the leg-rest depends fromthe seat-pan generally vertically towards the floor, and a raised ordeployed position in which the leg-rest extends forwardly of theseat-pan to bear the passenger's legs off the floor. Thus, it ispossible with conventional aircraft passenger seats to obtain a fairdegree of comfort by reclining the back-rest and elevating the leg-rest,when fitted.

[0003] Whilst the above-described arrangement of conventional aircraftpassenger-seats is generally satisfactory for short-haul flights havinga duration of up to three or four hours, it is not satisfactory for useon longer flights during which passengers typically wish to go to sleep.Even in the reclined position described above, a passenger using theseat remains in a general sitting position. Many passengers find itdifficult to sleep properly, if at all, when sitting. In recent yearsthere has been a significant increase in the number of passengers whoregularly make long-haul flights, and there has been a trend in the artto devise passenger seats which allow passengers to adopt furtherreclined positions during the course of a flight to facilitate sleeping.This is particularly important for passengers who travel for businesspurposes for whom it is desirable that they arrive at their destinationsfeeling refreshed and alert.

[0004] One possibility that has been disclosed in the art for increasingthe degree to which an aircraft passenger seat can be reclinedcomprehends simply increasing the extent to which the back-rest can bereclined backwards and the leg-rest elevated. In the extreme, it ispossible to form a substantially flat bed using such a technique inwhich the back-rest is reclined and the leg-rest raised, each to such anextent that they are disposed substantially co-planarly with theseat-pan and each other. A disadvantage of such a system is that thepitch between adjacent rows of seats must be increased substantially toaccommodate the full height of a passenger. Whilst this is sometimespossible in the first-class area of an aircraft cabin, it is generallyuneconomic for a business-class cabin. Furthermore, whilst it ispossible to form a generally flat surface which is disposedsubstantially horizontally, the surface is still not ideal, because thefoam or other padding on the seat is generally sculptured for use as aseat, whereas for a bed, it is desirable to have a substantially flatsurface.

[0005] GB 2326824 A discloses a seating unit for a first class aircraftcabin comprising a secondary seat positioned to face a primary seat, thesecondary seat having a seating portion positioned to cooperate with aleg-rest of the primary seat to form a continuous, flat sleeping surfacewhen the back-rest of the primary seat is reclined to a horizontalposition. The seating unit defines a notional, longitudinal seat axis,and a plurality of such seating units may be arranged within the cabinside-by-side in a longitudinally offset relation with respect to thelongitudinal axis of each seat, with each seating unit being oriented atan acute angle to the longitudinal axis of the aircraft fuselage, so asto define a generally triangular or trapezoidal space to the front orrear of each seating unit (according to whether the seating units faceoutwards or inwards relative to the cabin). The space is used toaccommodate a counter-top to one side of an adjacent seating unit andoptionally a cupboard or other storage space. The seating unit of GB2326824 A has the advantage that by incorporating an additional,secondary seat in the flat sleeping surface together with back-rest,seating portion and leg-rest of the primary seat, it is possible to forma long sleeping surface which is able to accommodate comfortablypassengers having a height of greater than 6 ft (1.83 m). However, theseating unit of GB 2326824 A represents an even greater overhead inturns of cabin space than the conventional system described above and,moreover, still suffers from the disadvantage that the seat cushioningis designed principally for use as a seat and not a bed. A disadvantageof the seat of GB 2326824 A is that it occupies a very large floor areawithin the cabin and, in view of its overall length, the seating unit ofGB 2326824 A is wholly unsuitable for use in a business-class section ofan aircraft.

[0006] WO 00/21831 A2 discloses a seating unit which can be convertedinto a bed for use principally in a business-class section of aircraftcabin. The seating unit of WO 00/21831 A2 comprises a pair of seatsfacing in opposite directions, each seat comprising a seating space forthe seated body of an occupant and an extension space in which the legsof an occupant may be placed. The seats are positioned each side of anotional dividing axis with the seating space of one extending over theaxis into the extension space of the other. When installed in anaircraft cabin, one of the seats faces substantially forwards and theother faces substantially aft. Each seat of the seating unit of WO00/21831 A2 comprises a primary seat that is substantially the same asthe primary seat of GB 2326824 A described above, but without aleg-rest, and a secondary unit spaced forwardly of the primary seat.Each seat thus comprises a primary seat having a reclinable back-restand seat-pan and a secondary unit comprising an elevated pad whichserves as a foot-rest. The primary seat can be reclined such that as theback-rest is reclined, the seat-pan moves forwardly to meet thesecondary unit to form a continuous surface therewith which serves as asleeping surface for a passenger. As with GB 2326824 A, the seating unitof WO 00/21831 A2therefore has the advantage of providing asubstantially horizontal sleeping surface for a passenger duringlong-haul flights. However, the seating unit of WO 00/21831 A2 is stillextravagant in terms of the space available within a typicalbusiness-class cabin and also suffers from the disadvantage that whenconfigured as a bed, each seat is unable to accommodate comfortably tallpassengers. As with the other prior art seats described above, each ofthe seats of the seating unit of WO 00/21831 A2 also suffers from thedisadvantage that the seat cushioning is not specifically designed foruse as a bed surface, but is contoured for use principally as a seatingsurface.

[0007] Another attribute of a passenger seat for use in a first-classaircraft cabin is a generous seat width. A further disadvantageassociated with the seating unit of WO 00/21831 A2 is that in order toaccommodate a maximal head count within a business class cabin, the seatwidth is reduced, which many passengers find to be uncomfortable. Whilstthe seating unit of WO 00/21831 A2 has the undeniable benefit ofproviding a substantially flat sleeping surface for a passengerin-flight, its overall dimensions are such that passengers of aboveaverage height and/or weight find the accommodation somewhat cramped.Furthermore, privacy screens are provided between adjacent seating unitswhich, in combination with the total number of seating units provided inthe limited space afforded by a business class cabin, result in thecabin as a whole having a somewhat crowded appearance.

[0008] FR 987559 A discloses a seating installation for public transportvehicles such as motor cars, auto buses and the like comprising a row ofseats, each seat comprising a supporting structure for supporting theseat off the floor of a vehicle, a seat-pan and a back-rest. Said rowdefines an aisle between two adjacent seats. The seat-pan of one of theseats adjacent the aisle can be removed and slung in an invertedorientation between the supporting structures of the two seats adjoiningthe aisle to form an additional seat in the aisle. The back-rest of theone seat can then be rocked forwards into the space formerly occupied bythe seat-pan to provide a replacement seat-pan for the one seat. Theback-rest of the one seat thus has front and rear surfaces which canboth serve as part of a seat. Optionally the entire row of seats couldsupport a mattress to form a couchette. However, the installation of FR987559 A is not suitable for use on a passenger aircraft where theaisles must be kept unobstructed at all times and, furthermore, aplurality of adjacent seats are used to provide support for a singlecouchette. Thus the installation of FR 987559 A is not able to provideone couchette per seat.

[0009] JP 5-13838 A discloses a seating system for vehicles such asbuses and trains comprising a plurality of seats. Each seat comprises aseat-pan and a back-rest that can rock between an upright position and areclined position, and the seats are positioned within a cabin at anangle with respect to a centre-line of the cabin and face outwardly todefine a generally triangular space between each seat and a wall of thecabin. Said space accommodates a box comprising a foot-rest for anadjacent seat.

[0010] FR 647809 A discloses a seating system for a sleeping car inwhich a plurality of seats are arranged at an angle to the longitudinalaxis of the sleeping car, facing inwardly to define a generallytriangular space to the rear of each seat which is used to accommodate asmall table for an adjacent seat.

[0011] An object of the present invention therefore is to provideimproved passenger accommodation for a business-class section of apassenger aircraft. In particular, it is an object of the invention toprovide such accommodation which incorporates a flat sleeping surface ofmaximal length and preferably also of maximal width.

[0012] Another object of the invention is to provide an improvedpassenger accommodation unit for a vehicle, particularly an aircraft,which accommodation unit is adapted to provide self-contained,individual seating and sleeping accommodation for a passenger,particularly for use in the business-class section of an aircraft wherethe pitch between adjacent rows of seats is typically in the range of50-60 inches (1.27 to 1.52 metres).

[0013] Yet another object of the present invention is to provide apassenger accommodation unit which can be converted into a bed havingmaximal length to accommodate tall passengers, particularly those havingheight greater than 6 ft (1.83 metres).

[0014] Yet another object of the present invention is to provide apassenger accommodation unit for a vehicle having a seating surfacewhich may be especially adapted for use as a seating surface and a bedsurface that may be especially adapted for use as a bed surface.

[0015] A different object of the present invention is to provide apassenger accommodation unit which can be converted into a bed and whichpromotes or contributes to a first cabin ambience when configured as aseat and a second, different cabin ambience when configured as a bed.Thus, it is yet another object of the invention to provide a seatingsystem for a vehicle cabin comprising a plurality of passengeraccommodation units which can be converted into beds and which, when allor a majority of the units are configured as seats, gives the cabin aparticular first overall visual appearance and, when all or a majorityof the units are configured as beds, gives the cabin a second overallappearance or ambience.

[0016] Yet another object of the present invention is to provide aseating system for a passenger vehicle, particularly an aircraft, whichoptimises the use of space within a passenger cabin.

[0017] Yet another object of the present invention is to provide aseating system for a cabin of a passenger vehicle which has asubstantially uncrowded appearance.

[0018] Further objects of the invention will be apparent to thoseskilled in the art from the following description of the invention andspecific embodiments of the invention.

[0019] According to one aspect of the present invention there isprovided a passenger accommodation unit for a vehicle, particularly anaircraft, which is adapted to provide self-contained, individual seatingand sleeping accommodation for a passenger, said accommodation unitcomprising: supporting structure for supporting said assembly off thefloor of a vehicle; one or more movable passenger-bearing, structuralcomponents; and means for connecting said movable, structural componentsto said structure such that said components can be selectively movedbetween a seat configuration, in which a plurality of passenger-bearingsurfaces on said one or more of said structural, movable components orsaid supporting structure form a seat for the passenger, and a bedconfiguration, in which a plurality of said bearing surfaces aredisposed substantially coplanarly and substantially contiguously to forma bed for the passenger; characterised in that at least one of saidmovable components is double-sided, comprising first and second oppositesides, one of said sides having a first seat surface that forms part ofthe seat in said seat configuration, and the other side having a secondbed surface that forms part of said bed in said bed configuration.

[0020] The double-sided, movable, structural component may comprise aninternal, load-bearing diaphragm having first and second opposite facesand first and second outer cushioning layers adapted to be supported bysaid diaphragm on said first and second faces respectively. Thus, saidone side of said double-sided movable component may, for example, carrya layer of foam padding having a contoured surface that is shaped foruse as a seat component, and said other side may carry a layer of foampadding having a substantially flat surface for use as part of a bed.Said first side of said double-sided, movable component may have a firstappearance that contributes to or promotes an overall cabin appearancethat is suitable for a seating environment. For instance, said firstsurface may have a leather or simulated leather seat covering. Saidsecond surface may have a visual appearance which contributes to orpromotes an overall cabin ambience that is appropriate for a sleepingenvironment. Thus, said second surface may be upholstered in fabrics orother materials having an appearance that is usually associated withbedding materials.

[0021] Preferably, said double-sided component is a back-rest component.Said back-rest component may be connected to the supporting structuresuch that it can be selectively pivoted between a first generallyupright position, in which the first surface is arranged to form part ofthe seat, and a second prone position in which said second surface isarranged to form part of the bed. Preferably, the second bed surface ofthe back-rest component is generally horizontal in the second proneposition.

[0022] In some embodiments, one or more of said passenger-bearingsurfaces may define a seat-pan. Said back-rest component may beconnected to the structure such that, in the second prone position, theback-rest component overlays the seat-pan. Thus, in accordance with thepresent invention, said seat-pan may have a dedicated seating surfacewhich is shaped and upholstered specifically for use as a seat. In thebed configuration, the seat-pan may be wholly or partially concealed bythe back-rest component in the second prone position such that theseating appearance of the seat-pan is hidden by the back-rest.

[0023] In some embodiments, said seat-pan may comprise one or more ofsaid moveable components which are connected to said supportingstructure for movement in a direction having a vertical componentbetween an upper deployed position and a lower stowed position, andseat-pan moving means may be provided for moving the seat-pan from theupper deployed position to the lower stowed position when the back-restcomponent is moved from the upright position to the prone position.Thus, in said second prone position, the back-rest component may occupythe space that is normally occupied by the seat-pan in the upperdeployed position, the seat-pan being displaced to its lower stowedposition in the bed configuration. This feature of the invention allowsthe bed surface of the seat assembly to be provided at a relativelylow-level off the floor of the vehicle to make it easy for a passengerto climb in to and out of the bed.

[0024] In preferred embodiments of the present invention, one or more ofsaid passenger-bearing surfaces comprise a bed extension surface, whichbed extension surface is positioned or deployable to be positionedforwardly or rearwardly of the seat in said seat configuration. Saidback-rest component may be connected to the structure such that in saidprone position said second bed surface and said bed extension surfaceform a substantially continuous surface. Said bed extension surface maybe positioned or may be deployable to be positioned forwardly of theseat-pan component such that, in the seat configuration, said bedextension surface may serve as a foot-rest. Said accommodation unit maytherefore not have a leg-rest component that is connected to anddeployable from the seat-pan. Thus, in place of such a conventionalleg-rest, the accommodation unit of the present invention may include aseparate foot-rest surface at a position spaced forwardly of theseat-pan.

[0025] In some embodiments, one or more of said passenger-bearingsurfaces may comprise a rear extension surface behind said back-restcomponent, and said back-rest component may be connected to thestructure such that in said prone position said second bed surface andsaid extension surface are substantially coplanar.

[0026] In some embodiments, said back-rest component may be spacedforwardly of said rear extension surface in said prone position, and amovable infill component may be provided that is connected to saidstructure such that it is movable between a stowed position and adeployed position, which infill component comprises a passenger-bearinginfill surface that extends between said back-rest component and saidrear extension surface when said infill component is deployed, such thatsaid rear extension surface, infill surface and second bed surface forma substantially continuous surface, and means may be provided for movingthe infill component from said stowed position to said deployed positionwhen the back-rest component is moved from the upright position to theprone position. Said infill component may be mounted pivotably behindthe back-rest component intermediate the rear extension surface, suchthat in the stowed position the infill component may be angled to thehorizontal and, upon deployment, may be pivoted to the deployedposition. Thus, in bed configuration, the bed may be constituted by arear extension surface, an infill surface and a foot-rest surface aswell as the second surface of the back-rest component.

[0027] The bed in accordance with the present invention may have anoverall length of at least 78″ (1.98 metres) and, in some embodiments,may have a length in excess of 85″ (2.16 metres).

[0028] Preferably, said back-rest component is connected to thestructure for selective movement between an upright position and a fullyreclined position in which the back-rest component is rocked rearwardlyrelative to the upright position. In some embodiments, one or more ofsaid movable components may comprise a seat-pan which is connected tothe supporting structure such that it can be pivoted relative to thesupporting structure between a first position and a second position, andmeans may be provided for pivoting the seat-pan progressively from thefirst position to the second position as the back-rest component ispivoted rearwardly from the upright position to the fully reclinedposition.

[0029] It has been found surprisingly that a plurality of passengeraccommodation units according to the present invention may be arrangedwithin a business-class section of an aircraft cabin withoutsignificantly reducing the number of seats. Each seat defines a notionallongitudinal axis that extends fore-and-aft relative to the normalmanner of using the seat. It has been found that a maximal number of thepassenger accommodation units according to the present invention may beaccommodated within an aircraft cabin if each unit is arranged with itsnotional axis to subtend an angle in the range of 35 to 55° with thelongitudinal axis of the aircraft.

[0030] Thus, according to another aspect of the invention, there isprovided a seating system for a passenger vehicle, particularly anaircraft, comprising a plurality of seat units, each seat unit defininga notional longitudinal seat axis and comprising a supporting structureadapted for attaching the seat unit to a floor of a vehicle and meansforming or being configurable for forming a seat comprising a seat-panand a back-rest; characterised in that said seat units are arranged toform a column defining a notional longitudinal column axis, in whichcolumn said seat-units are arranged side-by-side in longitudinallyoffset relation at an acute angle to the notional column axis, therebydefining to the rear of each seat, each seat unit further comprisingmeans forming or being configurable for forming a substantially flatbed, a major proportion of which bed is disposed forwardly of theposition of the seat, which bed extends rearwardly into said space toextend the flat-bed.

[0031] Preferably said space to the rear of each seat is generallytriangular or trapezoidal.

[0032] Said acute angle is typically in the range 30-60°, preferably40-50°, e.g. 40°, 45° or 50°. Normally, the seat units are installed inan accommodation cabin of said vehicle, which cabin defines a notionallongitudinal cabin axis. Said notional column axis may be substantiallyparallel to or subtend an acute angle with said cabin axis. Thus, withinan aircraft cabin, seat units according to the present invention may bepositioned in a “herringbone” arrangement.

[0033] Said seat units may be disposed adjacent a side wall of thevehicle and face inwardly. Preferably,. said accommodation cabincomprises two opposing side walls, and a column of seat units may bepositioned contiguously or closely adjacent to each wall such that eachseat faces into the cabin, with an extension surface behind theback-rest of the seat disposed adjacent the wall. The seats may thushave their backs to the vehicle wall, giving the cabin as a whole anuncrowded appearance.

[0034] Where cabin space permits, one or more additional columns of seatunits may be provided towards the centre of the cabin. If it is possibleto accommodate two central columns of seats in any given cabin, thenpreferably those columns are arranged generally back-to-back.

[0035] Preferably each seat unit further comprises a foot-rest that ispositioned forwardly of the seat. Said foot-rest can thus be used by anoccupant of the seat to support his or her feet in-flight in an elevatedposition and/or by another passenger to sit on whilst visiting theoccupant. Provided that such a foot-rest is provided, it has been foundthat passengers do not require the seat unit to incorporate a movableleg-rest as part of the seat-forming means.

[0036] In some embodiments, each seat unit may further comprise a firstprivacy screen that is positioned forwardly of said foot-rest.

[0037] Said seat forming means and said bed forming means may compriseone or more movable passenger-bearing elements which are selectivelyconfigurable to form, in a seat mode, at least part of the seat for apassenger or, in a bed mode, at least part of said flat bed, andadvantageously the flat bed in the bed mode is disposed at substantiallythe same level as the seat-pan in the seat mode.

[0038] Preferably, each seat unit comprises a first, preferably fixed,passenger-supporting element in said space to the rear of the seat,which first passenger-supporting element is disposed substantiallycoplanarly with said one or more movable elements when said movableelements are configured in the bed mode and is adapted to form part ofsaid flat bed. Said first passenger-supporting element may be generallytriangular or trapezoidal. It will be appreciated that the firstpassenger-supporting element is only used by a passenger when the seatunit is arranged in the bed configuration, and accordingly the seat unitmay be arranged such that the first passenger-supporting element extendsinto a lateral recess defined by the concave cabin side wall to maximisethe use of space in the cabin.

[0039] Advantageously, each seat unit further comprises a second,preferably fixed, passenger-supporting element to one side of the seat,which second passenger-supporting element is disposed substantiallycoplanarly with said first passenger supporting element and is adaptedto form part of said flat bed when the movable elements are configuredin said bed mode, thereby to extend said flat bed laterally. Said secondpassenger-supporting element may be generally triangular or trapezoidal.Said first fixed element of one seat unit may be disposed substantiallycontiguously to the second fixed element of an adjacent seat unit, andsaid first and second elements may be divided from one another by asecond privacy screen. Said first and second elements my occupysubstantially all of the space to the rear of the seat.

[0040] The present invention thus provides a seating system which isparticularly suited for a business-class cabin of a passenger aircraft.The seating system of the present invention provides individual seatunits having back-rests and seat-pans and optional foot-rests to allowpassengers to rest their legs in an elevated position during a flight.Each seat unit is provided with self-contained means for forming asubstantially flat bed, and the use of space within the cabin isoptimised by positioning the flat bed to extend rearwardly behind theseat into a space defined by the arrangement of the seat units.Surprisingly, it has been found that in accordance with the presentinvention it is possible to provide flat beds within a business-classsection of a passenger aircraft having a length of up to 7 ft (2.13metres) without substantially sacrificing head-count. Furthermore, theapplicants have found that the seat units of the present invention canbe positioned to give the cabin a substantially uncrowded appearance.

[0041] Said supporting structure may be manufactured from any suitable,aviation standard, lightweight material that is known to those skilledin the art and may be equipped with suitable anchoring means foranchoring the seat unit to seat tracks in an aircraft passenger cabin.Preferably, the supporting structure comprises a pallette or splinthwhich is adopted to be attached to said seat tracks.

[0042] In accordance with another aspect of the present invention thereis provided a seat module for a passenger vehicle, said seat modulecomprising a seat portion, a foot-rest portion, a unitary supportingstructure for supporting said seat portion and said foot-rest portionoff the floor of the vehicle and attaching means for attaching saidsupporting structure to a pair of seat tracks in a floor of the vehicle;characterised in that said attaching means comprise two spaced fixingsfor fixing the supporting structure to one of the tracks of the pair attwo spaced points and a single third fixing for fixing the supportingstructure to the other track, thereby to provide a 3-point fixingbetween the seat module and the seat tracks; the arrangement being suchthat a plurality of said seat modules can be attached to a pair of seattracks, one adjacent another, thereby to form a plurality of seat units,each seat unit comprising the seat portion of one module and thefoot-rest portion of another, adjacent module.

[0043] It has been found that the use of a 3-point fixing between aunitary seat supporting structure and a pair of seat tracks inaccordance with the present invention allows the two seat tracks formingthe pair a greater degree of flexibility to move relative to one anotherin the event of undue stresses being applied to the aircraftinfrastructure such, for example, as in the event of an emergency orcrash landing, thus reducing the likelihood of the structure becomingdetached from the seat tracks at one or more of the fixing points undersuch conditions.

[0044] According to yet another aspect of the present invention there isprovided a passenger seat assembly for a passenger vehicle, particularlyan aircraft, which assembly is adapted to provide seating and sleepingaccommodation for a passenger, said assembly comprising:

[0045] a supporting structure adapted for supporting the assembly offthe floor of the vehicle;

[0046] a plurality of seat elements including a seat-pan element and aback-rest element, said back-rest element comprising first and secondopposite sides, one of said sides having a first seat surface and theother side having a substantially flat second bed surface;

[0047] one or more auxiliary accommodation elements connected to orforming part of said supporting structure and being positioned or beingdeployable to be positioned juxtaposed said seat, the or each auxiliaryaccommodation element having an auxiliary, substantially flatpassenger-bearing surface; and

[0048] a seat movement mechanism adapted for connecting the seatelements to the supporting structure, said seat movement mechanismincluding a seat conversion sub-mechanism adapted to allow and controlmovement of the seat elements such that the seat elements can beselectively moved between a seat configuration adapted to provide a seatfor the passenger and a bed configuration adapted to provide a bed forthe passenger, the seat conversion sub-mechanism being adapted forcontrolling movement of the back-rest element such that said back-restelement is pivotable from a first upright position, in which said firstseat surface of the back-rest element cooperates with said seat-panelement for forming the seat, to a second prone position in which thesecond bed surface is disposed substantially coplanarly and contiguouslywith one or more of said auxiliary passenger-bearing surfaces forforming the bed.

[0049] Thus, in accordance with the present invention, a passenger seatassembly is provided having a plurality of moveable seat elements whichare adapted to form a seat. The seat assembly can also be converted intoa bed configuration in which the back-rest element and one or more ofthe auxiliary elements form a sleeping surface for a passenger. Thepresent invention is characterised in that the back-rest element hasfirst face that is specifically adapted for use as a seating surface andsecond opposite face that is specifically adapted for use as sleepingsurface.

[0050] Preferably, said seat movement mechanism is adapted to controlmovement of said seat-pan element and said back-rest element in relationto each other. Said seat conversion sub-mechanism may be adapted tocontrol movement of said back-rest element such that as the back-restelement is moved from the first position to the second position saidback-rest element rocks forwardly over the seat-pan element, and saidback-rest element in the second prone position is superposed over theseat-pan element. Advantageously, therefore neither the seat-pan elementnor the first seat surface of the back-rest element forms part of thebed surface in the bed configuration and may therefore be upholsteredwith materials especially suitable for use on a seat. Similarly thesecond bed surface of the back-rest is not used to form part of the seatin the seat configuration, and accordingly said bed surface may beupholstered in a manner especially suitable for use as a bed. Moreover,the materials used to upholster the seat elements used respectively inthe seat configuration and bed configuration may be differently colouredand/or textured and/or patterned from one another so as to create afirst ambience or a “mood” in an aircraft cabin when all or a majorityof such passenger assemblies according to the present invention areconfigured in one of said configurations, and second different ambienceor “mood” when all or a majority of the assemblies are configured in theother configuration. Said one face of the back-rest element may carry alayer of foam padding having a contoured first surface that is adaptedto form a back-rest or part of a back-rest of a seat, and the other facemay carry a layer of foam padding having a substantially flat secondsurface that is adapted to form part of the bed.

[0051] Said seat conversion sub-mechanism may be adapted to controlmovement of the seat-pan element such that as the back-rest element ismoved from the first upright position to the second prone position saidseat-pan element is caused to move downwardly relative to the supportingstructure. Thus, the bed surface of the seat assembly may be provided ata relatively low-level off the floor of the vehicle to make it easy fora passenger to climb in to and out of the bed.

[0052] Preferably, suitable motor means are provided for automaticallymoving the back-rest element between the upright and prone positions anduser-operable control means are provided for controlling operation ofthe motor means.

[0053] Preferably said seat movement mechanism further comprises a seatreclining sub-mechanism which is adapted to allow said seat to beselectively reclined from an upright position to a fully reclinedposition, said seat reclining mechanism being adapted to controlmovement of the back-rest element such that as the seat is reclined fromthe upright position to the fully reclined position, said back-restelement is rocked rearwardly from the first upright position to a thirdfully reclined position. Said seat reclining sub-mechanism mayadvantageously be further adapted to control movement of said seat-panelement such that as the back-rest element is rocked rearwardly from thefirst upright position to the third fully reclined position saidseat-pan element is caused to tilt rearwardly. Thus, in the fullyreclined position, the back-rest element and seat-pan element may berespectively oriented to provide an ergonomically comfortable sittingposition for a passenger using the seat assembly. Both the recliningaction of the back-rest element and the tilting action of the seat-panelement may be motorised under the control of said user-operable controlmeans.

[0054] Preferably, one or more of said auxiliary accommodation elementsare positioned or deployable to be positioned forwardly or rearwardly ofthe seat. In some embodiments, one or more of said auxiliaryaccommodation elements may comprise a foot-rest positioned or deployableto be positioned forwardly of said seat, and in said second position thesecond bed surface of the back-rest element may be disposedsubstantially coplanarly and contiguously with said foot-rest.

[0055] One or more of said auxiliary elements may comprise a fixed, rearextension surface positioned rearwardly of the seat. In someembodiments, said seat assembly may further comprise a movable infillelement, and said seat conversion sub-mechanism may be adapted to allowmovement of said infill element between a lower, stowed position and araised, deployed position in which said infill element extendssubstantially coplanarly and contiguously with said second surface ofsaid back-rest element in said second prone position and said rearextension surface, thereby to form a substantially flat, extended bedsurface. Said seat conversion sub-mechanism may be further adapted tocontrol movement of said infill element such that said infill element iscaused to moved from said stowed position to said deployed position whenthe back-rest element is moved from said first upright position to saidsecond prone position. Said infill element may be pivotably connected tothe lower end of the back-rest element, such that as the back-restelement is moved from the first position to the second position, theinfill element is caused to move from the stowed position to thedeployed position.

[0056] Said seat conversion sub-mechanism may comprise a seat holdingdevice that is pivotably connected to the supporting structure forrocking movement between a first seat position and second bed position.Said back-rest element may be mounted on the holding device, such thatback-rest element can be pivoted from the first upright position to thesecond prone position by rocking the holding device from said firstposition to said second position, and releasable locking means may beprovided for selectively locking the holding device in the first andsecond positions. In some embodiments, said seat holding device maycomprise two opposing rocker plates. Said rocker plates may beinterconnected by one or more torque tubes.

[0057] Said seat-pan element may be pivotably mounted on the holdingdevice, the arrangement being such that when the holding device isrocked from the first position to the second position, the seat-panelement is caused to move downwardly from an upper deployed position toa lower stowed position and the back-rest elements is caused to rockforwardly over the seat-pan element such that in the second proneposition, the back-rest element overlays the seat-pan element. Theseat-pan element may comprise a front end and a rear end relative to theback-rest element, and the seat-pan element may be pivoted to theholding device at or towards said rear end.

[0058] Conveniently, the seat movement mechanism further comprises aseat-pan supporting device for supporting the front end of the seat-panelement. Said seat-pan supporting device may comprise a slidewaydisposed beneath the seat-pan element, a leg member having two opposingends, one of said ends being pivotably connected to the front end of theseat-pan element, the other end being slidably engaged in said slideway,and a drag-strut connecting the other end of the leg member to theholding device, the arrangement being such that as the holding device isrocked from the first position to the second position, the drag-strut ismoved to cause or allow said other end of leg-member to slide in theslideway, the slideway having a profile such that as the holding devicemoves from the first position to the second position, the leg member ismoved downwardly, thereby causing or allowing the front end of theseat-pan element to move progressively downwardly. Said leg member maybe pivoted to the seat-pan element at said one end and pivoted to saidslideway at said other end. In some embodiments, the front end of theseat-pan element may be supported by two leg-members, each leg-memberbeing slidably engaged in a respective slideway juxtaposed a respectivelateral side of the seat.

[0059] Preferably, the seat movement mechanism further comprises a seatreclining sub-mechanism adapted to allow said seat element to beselectively moved between an upright position and a fully reclinedposition, when said holding device is disposed in the first seatposition.

[0060] Said seat reclining sub-mechanism may comprise a curvilineartrack attached to or formed in the holding device and having twoopposing track-ends and a plurality of spaced track followers attachedto said back-rest element, said track-followers being adapted to engagein and slide along the track, the track being configured such that asthe track-followers slide along the track from one end to the other, theback-rest element is caused to rock progressively rearwardly from thefirst upright position to a third fully reclined position. Said seatreclining sub-mechanism may further comprise a selectively operablebi-directional driving means for translationally moving said back-restelement relative to the holding device, the arrangement being suchoperation of said driving means causes the track-followers to slidealong the curvilinear track, thereby causing the back-rest element torock progressively between said first and third positions.

[0061] Advantageously, the driving means may comprise a linear actuatorconnected between the back-rest element and said holding device. Alinear actuator such, for example, as a linear screw or ball screw maybe stopped at any intermediate position between the first and thirdpositions, thereby allowing the back-rest element to be reclinedcontinuously between the first and third positions and to be stopped atany desired intermediate position.

[0062] In some embodiments, said linear actuator may comprise a linearscrew or ball screw fixedly secured to the holding device, ascrew-engaging device pivotably connected to the back-rest element and aselectively operable bidirectional motor carried by said holding devicefor rotatably driving the linear or ball screw. Said seat-pan elementmay have a front end and rear end relative to the back-rest element, andsaid linear actuator may be pivotably connected between the holdingdevice and the seat element, said linear actuator being attached to theseat-pan element at or towards said rear end for driving said seat-panelement progressively downwards relative to the supporting structurefrom a first upper position when the back-rest element is in said firstupright position to a second lower position when the back-rest elementis in said third fully reclined position, and said seat movementmechanism may further comprise a seat-pan supporting device forsupporting the front end of the seat-pan element as the rear end of theseat-pan element is driven downwardly, thereby causing the seat-pan totilt progressively rearwardly as the back-rest element rocks rearwardly.Thus, in the upright position, the back-rest element may be orientedsubstantially upright and the seat-pan element may be disposed generallyhorizontally. In the fully reclined position, the back-rest element isrocked rearwardly relative to the upright position, and the seat-panelement is tilted rearwardly relative to the upright position to form acomfortable lounge seat position. Preferably, the profile of thecurvilinear track, the length and position of the linear actuator, thepositions of the pivots between the linear actuator and the back-restand seat-pan elements and the configuration of the seat-pan supportingdevice are such that as the seat is progressively reclined from theupright position to the fully reclined position, it moves through aseries of predetermined, ergonomically comfortable seating positions.Intermediate said predetermined positions, the profile of thecurvilinear track, etc., may be determined by interpolation. In someembodiments, the linear actuator may be connected to the back-restelement through a lost motion device to allow a small degree of relativetranslational movement between the seat-pan and back-rest elements inorder to allow the back-rest and seat-pan elements to adopt theaforesaid ergonomically comfortable positions.

[0063] Said seat conversion sub-mechanism may comprise a selectivelyoperable bi-directional actuator for locking said holding device betweensaid first seat position and said second bed position. Said actuator maycomprise a four-bar double-rocker linkage, said linkage comprising arocker and coupler link connected intermediate said holding device andsaid rocker, and selectively operable bi-directional rotary drive meansfor operating said rocker, the arrangement being such that operation ofthe rocker causes rocking of said holding device between said first andsecond positions. Said rotary drive means may comprise a motor, aworm-gear and a worm-wheel, wherein the worm-wheel is fixedly secured tothe rocker. A worm-gear/worm-wheel device is a non-reversible device,and advantageously, therefore, undue forces applied to the holdingdevice, for example, in the event of a heavy passenger sitting heavilyinto the seat, are not transmitted through the worm-gear/worm-wheeldevice to the motor. Furthermore, the rotary drive means are locked insaid first and second positions.

[0064] However, in order to allow the holding device to be rockedmanually when desired between said first and second positions, forexample, in the event of a failure of said motor or of the power supplyin an aircraft cabin, the worm-gear may be disengagable from theworm-wheel.

[0065] Said actuator may be attached to the supporting structure of theseat assembly beneath said seat elements. Said holding device maycomprise two spaced side members disposed respectively to opposing sidesof the back-rest element. Said coupler link may be connected to the sidemembers below the pivot point between the holding device and saidsupporting structure.

[0066] The present invention thus provides a passenger seat assembly foruse on a vehicle, particularly an aircraft, in which a back-rest elementis mounted on a supporting structure such that it can be reclinedrearwardly from an upright position to a reclined position for passengercomfort and can be pivoted forwardly to a substantially horizontal proneposition over the top of a seat-pan element. The seat-pan element and afirst surface of the back-rest element are upholstered in a mannersuitable for use as a seat. The second reverse surface of the back-restelement however is adapted for use as a bed surface. The seat maycomprise one, and preferably two, fixed or deployable the auxiliaryextension surfaces behind and/or in front of the seat, and the back-restelement is pivoted to the support structure such that, when pivoted tothe second prone position, it meets one of the extension surfaces toform a substantially continuous surface therewith. A moveable infillelement may be provided to fill-in the space between the back-restelement and the other extension surface where provided. The seatassembly of the present invention can thus be converted from a seat intoa bed which is capable of accommodating even tall passengers.

[0067] Advantageously, the seat assembly of the invention may beoriented at an angle of between 35 and 55°, preferably 40 to 50°,relative to the longitudinal axis of an aircraft cabin such that anextension surface behind the back-rest element extends into a recessdefined by a typical concave aircraft cabin interior wall. Whilst thearea of the cabin juxtaposed the concave cabin wall is not suitable, andhas insufficient headroom, to accommodate the back-rest element in theupright position, it can be used in accordance with the presentinvention to accommodate the rear extension surface which forms part ofthe bed surface in the bed configuration. The extension surface(s),infill element and second surface of the back-rest element arepreferably upholstered with foam padding or any equivalent materialspecifically for use as a bed. Thus, the bed surface of the seatassembly of the present invention may have a substantially flat surfacewhich is oriented substantially horizontally when deployed.

[0068] It will further be appreciated that when the seat assembly isarranged in the seat configuration, with the back-rest element upright,the rear extension surface behind the seat is substantially concealedand forms a useful storage space. Conveniently, the storage space can beused for storing bedding materials which are required only when the seatassembly is converted into the bed configuration. For example, thestorage space defined by the rear extension surface behind the back-restelement can be used for storing a duvet and/or a blanket and one or morepillows. Advantageously, such bedding materials are concealed when theseat assembly is in the seat configuration, giving the cabin an overalltidy appearance. When the seat assembly is converted into the bedconfiguration, the back-rest element is rocked forwardly over the top ofthe seat-pan element to reveal the rear extension surface and to alloweasy access to the bedding materials stored on the rear extensionsurface which can be manually deployed on the bed surface.

[0069] According to yet another aspect of the present invention there isprovided a recliner seat assembly, particularly for use on a vehiclesuch, for example, as an aircraft, comprising a fixed supporting portionadapted for supporting the assembly of a floor of the vehicle, areclinable seat portion comprising a seat-pan and a back-rest and seatconnecting means adapted for connecting said seat portion to saidsupporting portion, said connecting means including a seat recliningmechanism adapted for allowing and controlling movement of said seatportion between a first upright position and a second fully reclinedposition and selectively operable, bi-directional motor means adaptedfor driving said seat portion between said first and second position;wherein said seat reclining mechanism comprises a non-reversible linearactuator connected between said motor means and said seat portion.

[0070] Said non-reversible linear actuator may comprise a lead screwdrive or a ball screw drive or any other, equivalent, non-reversibledevice. The use of such a non-reversible actuator for driving the seatportion between the first upright and second fully reclined positionshas the advantage that unduly strong or sudden forces applied to theseat portion are not transmitted to the motor, thereby reducing the riskof damage to the motor and thus prolonging its life. For example, in theevent that a heavy passenger drops suddenly into his or her seatportion, thus applying a sudden, strong force to the seat portion, thatstrong force is not transmitted through the non-reversible linearactuator to the motor means.

[0071] The linear actuator may comprise a linear screw or ball screwattached to one of said supporting portion (or a part connected thereto)and said seat portion and a screw-engaging device attached to the otherof said seat portion and said supporting portion (or a part connectedthereto). In some embodiments, the linear actuator may be connected tothe seat-pan for driving the seat-pan along a predetermined linear pathbetween a first position and a second position relative to thesupporting portion.

[0072] Said seat-pan may have a front end a rear end relative to theback-rest, and the linear actuator may be pivotably connected to theseat-pan at or towards the rear end and may be arranged for driving therear end of the seat-pan downwardly as its moves from the first positionto the second position. Said seat reclining mechanism may furthercomprise a supporting device for supporting the front end of theseat-pan as the rear end of the seat-pan is driven downwardly, therebycauses the seat-pan to tilt rearwardly as the back-rest rocksrearwardly.

[0073] The linear actuator may alternatively or additionally beconnected to the back-rest for driving the back-rest translationallybetween a first upright position and a second reclined position. Saidseat reclining mechanism may further comprise a guiding device forrocking said back-rest progressively rearwardly relative to thesupporting portion as the back-rest is moved from the first uprightposition to the second fully reclined position. Said guiding device maycomprise a curvilinear track attached to the supporting portion or apart connected thereto and a plurality of spaced track-followersattached to the back-rest, said track-followers being adapted to engagein and slide along said track.

[0074] Advantageously, the linear actuator may be pivotably connected tothe seat-pan and may be pivotably connected to the back-rest through alost-motion device to allow relative pivoting and translational movementbetween the seat-pan and the back-rest in order to allow a degree offreedom of movement between the back-rest and seat-pan to allow thoseseat components to adopt a plurality of relative, predetermined,ergonomically comfortable positions.

[0075] In yet another aspect of the present invention there is provideda seat having a reclinable back-rest, said seat comprising a fixedsupporting portion adapted for supporting the seat off the floor, a seatportion comprising a reclinable back-rest and seat connecting meansadapted for connecting said seat portion to said supporting portion,said connecting means including back-rest reclining mechanism adaptedfor allowing and controlling movement of the back-rest between a firstupright position and a second fully reclined position; wherein saidback-rest comprises a first lower back-rest member having an upper endand a second upper back-rest member that is superposed on said back-restmember and is pivotably connected at or towards the upper end thereof insuch a manner as to transmit translational movement therebetween, andwherein said back-rest reclining mechanism comprises first and secondelongate guide tracks attached to the supporting portion or a partconnected thereto, said first track having two opposing track-ends, aplurality of first spaced track-engaging follower members attached tothe first back-rest member and adapted to engage and slide in first saidtrack and a second track-engaging follower member attached to the secondback-rest member or a part connected thereto and adapted to engage andslide in said second track, said first track being curvilinear such thatas the first track-engaging follower members slide along the first trackfrom one end to the other, the back-rest member is caused to rockprogressively relative to the supporting portion between the firstupright position and the second fully reclined position, and said secondtrack having a profile such that as said second track-engaging followermember is caused to slide along said second track, the second back-restmember is caused to rock progressively with respect to the firstback-rest member.

[0076] Advantageously therefore, the upper and lower back-rest membersmay have different relative dispositions in the upright and fullyreclined positions. Furthermore, the relative dispositions of the upperand lower back-rest members may be adjusted continuously between theupright and fully reclined positions. Preferably, in the first uprightposition, the upper and lower back-rest members are disposedsubstantially co-planarly to one another to form a generally flatback-rest surface. In the second fully reclined position, the upper andlower back-rest members may subtend an obtuse angle such that the lowerback-rest member is inclined at a greater angle to the vertical than theupper back-rest member. The lower back-rest member may thus form alumbar support for a person using the seat.

[0077] Said back-rest reclining mechanism may comprise a rocker leverhaving two arms which subtend an obtuse angle, which rocker lever ispivoted to the first back-rest member at a point intermediate said twoarms, one of said arms carrying said second track-engaging followermember, and a connecting lever having two opposite ends, one of saidends being pivoted to the other arm of said rocker lever and the otherend being fixedly secured to the second back-rest member; thearrangement being such that as the second follower member is caused toslide along said second track, the rocker lever is caused to rock aboutits pivot to the first back-rest member, thereby causing said connectinglever to pivot about its pivot to the other arm of the rocker lever,thereby causing the second back-rest member to pivot about its pivot tothe first back-rest member. Said back-rest reclining mechanism mayfurther comprise means for limiting movement of the rocker lever and/orconnecting lever.

[0078] Said seat connecting means may further comprise a selectivelyoperable bi-directional linear actuator connected between the supportingportion or a part connected thereto and said back-rest for moving theback-rest translationally relative to the supporting portion, thearrangement being such that as the back-rest is caused to movetranslationally relative to the supporting portion, the first followermembers on the first back-rest member are caused to slide progressivelyalong the first track, thereby causing the back-rest to rockprogressively between the first upright and second fully reclinedpositions.

[0079] Said seat portion generally comprises a seat-pan. Said linearactuator may be connected to the seat-pan for moving said seat-pan alonga predetermined linear path from between a first position and secondposition. Said linear actuator may be pivotably connected to theseat-pan. Advantageously, the linear actuator may be pivotably coupledto the back-rest by a lost motion device.

[0080] Following is a description by way of example only with referenceto the accompanying drawings of embodiments of the present invention.

[0081] In the drawings:

[0082]FIG. 1 is a sectional, schematic plan view of a front portion ofan aircraft fuselage showing a seating system in accordance with thepresent invention comprising a plurality of individual seat units.

[0083]FIG. 1A is an enlarged view of part of FIG. 1 showing threeadjacent seat units.

[0084]FIG. 2 is an isometric view of the three adjacent seat units ofFIG. 1A. In FIG. 2, one of the seat units is shown in an upright seatingconfiguration, another is shown in a reclined seating configuration, andthe third is shown in a bed configuration.

[0085]FIG. 2A shows a portion of a supporting structure of an individualseat unit of the kind shown in FIG. 2, with the movable seat elementsremoved.

[0086]FIG. 3 is a schematic side elevation of a first passenger seatassembly for a vehicle in accordance with the present invention, shownin an upright seating configuration.

[0087]FIG. 4 is another schematic side elevation of the first passengerseat assembly of FIG. 3, shown in a fully reclined seatingconfiguration.

[0088]FIG. 5 is yet another schematic side elevation of the first seatassembly of FIGS. 3 and 4, shown in a bed configuration.

[0089]FIG. 6 is an isometric view of part of the-first seat assembly ofFIGS. 3 to 5 in the upright seating configuration, with the seatupholstery removed.

[0090]FIG. 6A is a side elevation of a back-rest component forming partof the first seat assembly of FIG. 6.

[0091]FIG. 6B is an isometric view of the back-rest component of FIG.6A.

[0092]FIG. 7 is another isometric view of the part of the first seatassembly shown in FIG. 6, with the seat assembly in the fully reclinedseating configuration.

[0093]FIG. 8 is yet another isometric view of the part of the first seatassembly of FIGS. 6 and 7, with the seat assembly in the bedconfiguration.

[0094]FIG. 9 is an isometric view of part of a seat movement mechanismof the first seat assembly of FIGS. 3 to 8, shown in the bedconfiguration.

[0095]FIG. 10 is a side elevation of the part of the seat movementmechanism of FIG. 9, shown in the seating configuration.

[0096]FIG. 11 is another side elevation of the part of the seat movementmechanism of FIGS. 9 and 10, shown in the bed configuration.

[0097]FIG. 12 is an enlarged isometric view of part of the seat movementmechanism of FIGS. 9 to 11.

[0098]FIG. 13 is an isometric view of part of a seat recliningsub-mechanism of the first seat assembly of FIGS. 3 to 8.

[0099]FIG. 14 is an isometric view of part of a seat conversionsub-mechanism of the first seat assembly of FIGS. 3 to 8, shown in thebed configuration.

[0100]FIG. 15 is another isometric view of the part of the seatconversion sub-mechanism of FIG. 14, shown in the seat configurationwith a worm-screw removed from a corresponding worm-gear to allow manualmovement of the seat conversion sub-mechanism between the seat and bedconfigurations.

[0101]FIG. 16 is an enlarged, sectional side elevation of part of theseat conversion sub-mechanism of FIGS. 14 and 15.

[0102]FIG. 17 is a sectional, schematic plan view of another seatingsystem in accordance with the present invention.

[0103]FIG. 18 is an isometric view of a passenger accommodation unit inaccordance with the present invention, shown in a seat mode.

[0104]FIG. 19 is an isometric view of the passenger accommodation unitof FIG. 18 in a bed mode.

[0105]FIGS. 20A-20C show schematically in side elevation theinterconversion of the passenger accommodation unit of FIGS. 18 and 19between the bed mode and the seat mode.

[0106]FIG. 21A is a schematic, isometric view of the passengeraccommodation unit of FIGS. 18 and 19, showing a passenger using theseat in the seat mode.

[0107]FIG. 21B is a schematic, isometric view of the passengeraccommodation unit of FIGS. 18 and 19, showing a passenger using theseat in the bed mode.

[0108]FIG. 22 is an isometric view of an another accommodation unit inaccordance with the present invention shown in a seat mode.

[0109]FIG. 23 is an isometric view of the passenger accommodation unitof FIG. 22, shown in a bed mode.

[0110]FIG. 24A is a schematic, isometric view of the passengeraccommodation unit of FIGS. 22 and 23, showing a passenger using theseat in the seat mode.

[0111]FIG. 24B is a schematic, isometric view of the passengeraccommodation unit of FIGS. 22 and 23, showing a passenger using theseat in the bed mode.

[0112]FIG. 25 is an isometric view of a variant of the passengeraccommodation unit of FIGS. 22 and 23, which comprises a slidingseat-pan.

[0113]FIGS. 26A-26C show schematically in side elevation differentpositions of the sliding seat-pan.

[0114]FIG. 27 is an isometric view showing a further variant of thepassenger accommodation unit of FIGS. 22 and 23.

[0115]FIG. 28 is a schematic, sectional plan view of the upper and lowerdecks of a front portion of an aircraft fuselage, showing yet anotherseating system in accordance with the present invention as applied tothe upper and main decks of a Boeing 747-400® aircraft.

[0116]FIG. 29A is a schematic side elevation of a second passenger seatassembly according to the present invention, which seat assembly isshown in a dining position.

[0117]FIG. 29B is a schematic side elevation of the second passengerseat assembly of FIG. 29A, shown in an intermediate reclined position.

[0118]FIG. 29C is a schematic side elevation of the second passengerseat assembly of FIGS. 29A and 29B in a fully reclined position.

[0119]FIG. 30A is a schematic side elevation of the second passengerseat assembly of FIGS. 29A to 29C in another intermediate conversionposition.

[0120]FIG. 30B is a schematic side elevation of the seat assembly ofFIGS. 29A to 29C and FIG. 30A in a bed configuration.

[0121]FIG. 31 is a schematic plan view of yet another seating systemcomprising a plurality of passenger assemblies in accordance with thepresent invention.

[0122]FIG. 32 is a schematic plan view of yet another seating systemcomprising a plurality of passenger seat assemblies according to thepresent invention.

[0123]FIG. 33A is a schematic side elevation of a third passenger seataccording to the present invention, which seat assembly is shown in aseat configuration.

[0124]FIG. 33B is a schematic side elevation of the third seat assemblyof FIG. 33A, shown in an intermediate position.

[0125]FIG. 33C is a schematic elevation of the third assembly of FIGS.33A and 33B in a bed configuration.

[0126] A passenger aircraft generally comprises a hollow, spindle-shapedfuselage having a front end and a rear end. A front end portion 12 of atypical aircraft fuselage 10, which is disposed towards the front end11, is shown in FIG. 1 of the accompanying drawings, by way of example.Said fuselage 10 defines a longitudinal aircraft axis indicated by thechain-dot-line A-A in FIG. 1 between the front and rear ends, and thefuselage 10 tapers towards the front end 11 to form a nose portion 15.

[0127] The fuselage 10 accommodates many of the functions and facilitiesof the aircraft, including one or more passenger accommodation cabins20, 21. The number and size of the passenger cabins 20, 21 provided on agiven aircraft depends on the space available within the fuselage forpassenger accommodation and on the desired configuration of thepassenger accommodation. The present invention is not limited to the useof any particular shape, size or number of passenger cabins. However, inFIG. 1, which is given by way of example only, two cabins 20, 21 areshown in the front portion of the fuselage 12, a first cabin 20 beinglocated within the nose portion 15 of the aircraft, and a second cabin21 being disposed behind the first cabin 20, with a utilities area 22being provided between the two cabins 20, 21. Said utilities area 22 mayinclude a galley 23 and one or more passenger toilets 24 as shown inFIG. 1.

[0128] As shown in FIG. 1, an aircraft passenger cabin 20, 21 isgenerally defined by two opposing surface portions 26, 28 of theinterior surface of the fuselage 10. Said opposing surface portions 26,28, in effect, constitute opposing side walls of the cabin 20, 21. Thecabin 20, 21 also comprises a floor or deck 30 which is supported bysuitable infra-structure (not shown) within the fuselage and a ceiling(also not shown) that extends between the opposing side walls above thefloor 30. Said opposing side walls 26, 28 are usually lined with aplurality of pre-fabricated, composite panels to give the interior ofthe cabin attractive appearance and to provide thermal insulationbetween the cabin 20, 21 and the outside of the aircraft.

[0129] Embedded within the floor 30, the infra-structure of the fuselage10 comprises a plurality of pairs of seat tracks 32, 34 of the kind wellknown to those skilled in the art and indicated in FIG. 1 by dottedlines. Each seat track pair is substantially linear and comprises a pairof substantially parallel tracks for fixedly securing to the aircraftinfra-structure a plurality of seats or other fixtures. Generally, anaircraft passenger cabin 20, 21 comprises two outer pairs of seat tracks32, each being disposed adjacent a respective one of the two opposingcabin side walls 26, 28. Where space permits, a cabin 20, 21 may alsoinclude one or more central pairs of seat tracks 34 disposedintermediate the outer seat track pairs 32. As shown in FIG. 1, thefirst cabin 20 comprises a single central pair of seat tracks 34, whilstthe second cabin 21 comprises two juxtaposed central pairs of seattracks 34. Typically, a central seat track pair 34 extends substantiallyparallely to the longitudinal aircraft axis A-A. Where a passenger cabin21 is positioned towards a central portion of the fuselage 10, away fromthe front and rear ends of the aircraft, such, for example, as thesecond cabin 21 in FIG. 1, the opposing side walls 26, 28 of the cabin21 extend substantially parallely to the longitudinal axis A-A of theaircraft, and the outer seat track pairs 32 follow the line of the sidewalls 26, 28 and thus also extend substantially parallely to thelongitudinal aircraft axis A-A. However, towards the nose portion 15 ofthe aircraft, the opposing side walls 26, 28 are arcuate and convergetowards the front end 11. Accordingly, in such cases, the outer seattrack pairs 32 are angled with respect to the longitudinal aircraft axisA-A to subtend an acute angle therewith.

[0130] Each cabin 20, 21 accommodates a plurality of seat units 40. Asshown in FIG. 1, within each cabin 20, 21 the seat units 40 are arrangedto form a plurality of columns 29 as described in more detail below.Each column 29 is fixedly secured to a respective pair of seat tracks32, 34 and extends substantially parallely thereto to define a notionalcolumn axis indicated by the lines B-B in FIG. 1. As shown in FIG. 1,the first cabin 20 comprises two columns 29 of seat units 40, each ofsaid columns 29 being fixedly secured to a respective one of the outerpairs of seat tracks 32. As the outer pairs of seat tracks 29 in thefirst cabin 20 are inclined with respective to the longitudinal axis A-Aof the aircraft, the notional column axis B-B of each of the columns 29of seat units 40 in the first cabin also subtends an acute angle withthe longitudinal aircraft axis A-A. The second cabin 21 comprises twoouter columns 29 of seat units 40 and two mutually juxtaposed centralcolumns 29 of seat units 40. Each of the outer columns 29 is attached toa respective one of the outer pairs of seat tracks 32, and each of thecentral columns 29 is attached to a respective one of central pairs ofseat tracks 34. As described above, the central pair of seat tracks 34extends substantially parallely to the longitudinal aircraft axis A-A,and accordingly each of the central columns 29 of seat units 40 alsoextends substantially parallely to the longitudinal aircraft axis A-A.In the second cabin 21, each of the outer pairs of seat tracks 32 alsoextends substantially parallely to the longitudinal aircraft axis A-A,and accordingly each of the outer columns 29 of the second cabin 21extends substantially parallely to the aircraft axis A-A.

[0131]FIGS. 1A and 2 show three adjacent seat units 40 forming part ofone of the columns 29 of FIG. 1. Each seat unit 40 comprises supportingstructure 42 for attaching the seat unit to the floor 30. Saidsupporting structure 42 may be fabricated in any suitable manner knownto those skilled in the art, but preferably comprises a load-bearing,aerospace grade steel sub-frame (not shown), clad with one or moreshaped composite panels. Each seat unit 40 has a front end 51, a rearend 52 and two opposing sides 53, 54. Juxtaposed the rear end 52, thesupporting structure 42 comprises a seat housing 43 as shown in FIG. 2Awhich defines a substantially cuboidal recess 44. To the rear of saidrecess 44, the supporting structure 42 defines a first, substantiallyflat, generally triangular surface 47 which, when the seat unit 40 isinstalled in a cabin 20, 21, extends generally parallely to the floor 30of the cabin 20, 21, but at a slight incline thereto, as described inmore detail below. Juxtaposed a first side 53 of the seat unit 40, thesupporting structure 42 defines a second substantially flat, generallytriangular surface 48 which is substantially co-planar with the firstsurface 47 and, in some embodiments, as shown in FIGS. 2 and 2A, may besubstantially contiguous with the first surface 47. Each of said firstand second surfaces 47, 48 is sufficiently strong to support at leastpart of the weight of a passenger. Said second surface 48 has a firstconcave lateral edge 45 which extends from a front end of the seathousing 43 outwardly and rearwardly to a point 46 intermediate the frontend of the housing 43 and the rear end 52 of the seat unit 40. Saidfirst and second surfaces 47, 48 define a substantially linear secondlateral edge 49 which extends rearwardly and inwardly from said point 46to the rear end 52 of the seat unit. Said first and second surfaces 47,48 thus extend to the rear and one side of the cuboidal recess 44 anddefine the upper extent of said recess 44. Said first and secondsurfaces 47, 48 are supported at a predetermined height off the floor 30of the cabin 20, 21 by the supporting structure 42.

[0132] At the second side 54 of the seat unit 40, the seat housing 43comprises an upstanding arcuate screen 60 having a convex rear portion61 which extends from the rear end 52 of the seat unit 40 to a rear endof the cuboidal recess 44 and a generally linear front portion 62 whichextends between the front and rear ends of the recess 44. Said rearconvex portion 61 has a curvature in plan view as shown in FIG. 1A whichcorresponds to the curvature of the first concave lateral edge 45 of thesecond surface 48. Said screen 60 extends substantially higher than thefirst and second surfaces 47, 48 and serves as a privacy screen for apassenger using the seat unit 40, around the rear end 52 and second side54 of the seat unit 40.

[0133] Juxtaposed the front end 51 of the seat unit 40, the supportingstructure 42 comprises an ottoman which extends upwardly from the floor30 and has a substantially flat upper surface 66. Said upper surface 66is adapted to carry a cushion 67 having a thickness such that thecushion 67 is disposed substantially co-planarly with the first andsecond surfaces 47, 48. Said ottoman 65 is sufficiently strong tosupport the weight of a passenger such that the ottoman 67 can be usedas an auxiliary seat if desired. Said supporting structure 42 furthercomprises a relatively small, auxiliary privacy screen 68 around thefront end 51 of the seat unit 40.

[0134] Said cuboidal recess 44 receives a plurality of moveablepassenger-bearing elements which are connected to the supportingstructure by a seat movement mechanism described in more detail below.Said moveable passenger-bearing elements comprise a seat-pan 71 and aback-rest 72. The seat movement mechanism allows the passenger-bearingelements to be selectively configured to provide a seat for a passenger,as shown in the centre and right-hand seat units 40 of FIG. 2, or a bedas shown in the left-hand seat unit 40 of FIG. 2. In the seatconfiguration, the moveable passenger-bearing elements 71, 72 areselectively movable between an upright or dining position as shown inthe right-hand seat unit 40 of FIG. 2 and a reclined or lounge positionas shown in the centre seat unit 40 of FIG. 2.

[0135] Said moveable passenger-bearing elements 71, 72 are attached tothe supporting structure 42 through the seat movement mechanism suchthat, in the seat configuration, the seat-pan 71 is accommodated withinthe cuboidal recess 44 of the housing 43, and the back-rest 72 extendsupwardly from the recess 44 to the rear of the seat-pan 71 and extendstransversely between the first and second sides 53, 54 of the seat unit40. As perceived by a passenger using the seat unit 40, therefore, theseat unit 40 defines a notional longitudinal seat axis which extendsbetween the front and rear ends 51, 52 of the seat unit 40 and isindicated in FIG. 1A by the dashed line C-C.

[0136] In the fully upright position, the seat-pan 71 is disposedsubstantially at the same level as the first and second surfaces 47, 48of the housing 43 and is spaced rearwardly of the ottoman 65, such thatthe cushion 67 provides a foot-rest for a passenger using the seat unit40. In the reclined position, the back-rest 72 is reclined rearwardlyrelative to its position in the upright position, and the seat-pan 71 istilted slightly rearwardly to provide an ergonomically comfortablelounge seating position. Again, in the lounge position, the cushion 67of the ottoman 65 provides a foot-rest for the passenger.

[0137] Said back-rest 72 comprises a front surface 73 and a rear surface74. In the upright and reclined positions the front surface 73 of theback-rest cooperates with the seat-pan 71 to form the seat for thepassenger. In the bed configuration, as shown in the left-hand seat unitof FIG. 2 the back-rest is rocked forwardly relative to the seat unitand is partly accommodated within the cuboidal recess 44 such that therear surface 74 of the back-rest 72 is substantially co-planar with thefirst and second surfaces 47, 48 and with the cushion 67 of the ottoman65. The rear surface 74 of the back-rest 72 is also substantiallycontinuous with the second surface 48 and cushion 67 in the bedconfiguration. The seat movement mechanism includes a moveable infillelement 76, as shown in FIG. 1A, which is moved from a stowed positionto a deployed position when the seat is converted from the seatconfiguration to the bed configuration. In the bed configuration, theinfill element 76 is disposed intermediate and substantially co-planarlyand contiguously with the rear surface 74 of the back-rest 72 and saidfirst surface 74. In the bed configuration, the seat unit 40 thusprovides an extended bed surface for the passenger, the bed surfacebeing extended rearwardly of the seat by the first surface 47, laterallyof the seat by the second surface 48 and forwardly of the seat by thecushion 67 of the ottoman 65.

[0138] With reference to FIGS. 1 and 1A, the seat units 40 within eachcolumn 29 are attached to the respective pair of seat tracks 32, 34 suchthat the notional longitudinal seat axis C-C of each seat unit 40subtends an acute angle with the notional longitudinal column axis B-B,and the seat units 40 are arranged side-by-side in longitudinallyoff-set relation to each other such that each seat unit 40 defines agenerally triangular or trapezoidal space 36 to the rear of each seat71, 72. Said seat units 40 are arranged within the column 29 such thatthe convex portion 61 of the privacy screen 60 of one seat unit 40 abutssubstantially contiguously on the first concave lateral edge 53 ofanother adjacent seat unit 40. As best seen in FIG. 1A, the space 36 tothe rear of the seat 71, 72 of each seat unit 40 is thus occupied by thefirst surface 47 of one seat and the second surface 48 of the otheradjacent seat, said first and second surfaces 47, 48 of the one andother seat units 40 respectively being divided from one another by theprivacy screen 60 of the one seat unit 40. The space 36 behind each seat71, 72 is thus used to extend the length of the bed surface 47, 48, 67,74, 76 provided by the seat unit 40 in the bed configuration rearwardlyof the seat 71, 72 into said space 36.

[0139] The acute angle at which the seat units 40 within a column 29 areoriented relative to the notional column axis B-B depends on the desiredcabin layout. However, typically, the acute angle subtended by thenotional seat axis C-C of each seat unit 40 and the column axis B-B isin the range of 30° to 60°, preferably 40° to 50°, for example about 40°as shown in FIG. 1. The seat units 40 may be oriented to face inwardlyor outwardly with respect to the cabin 20, 21. In the first cabin 20 ofFIG. 1, it can be seen that each of the outer columns 29 is disposedadjacent a respective of one of the opposing side walls 26, 28, and theseat units 40 within each column 29 face inwardly. The second lateraledges 49 of the seat units 40 in each column 29 are substantiallyco-linear to form an elongate column outer edge which extends juxtaposedthe side wall 26, 28 of the cabin 20. As a result of the curvature ofthe side walls 26, 28 in the first cabin 20, there is a small gap 27between the outer column edge and each side wall 26, 28, and usually thegap 27 is filled using suitable infill panels of the kind well known tothose skilled in the art.

[0140] In the second cabin 21, the seat units 40 of each outer column 29also face inwardly and forwardly relative to the cabin 21. It will beseen from FIG. 1 that as the side walls 26, 28 of the second cabin 21are substantially less curved than the side walls 26, 28 of the firstcabin 20, the second edges 49 of the seat units 40 are disposed closerto the sidewalls 26, 28 than in the first cabin 20 and thus there are noor substantially no gaps between the outer column edges of the seatunits and the opposing cabin side walls 26, 28. The seat units 40 of thetwo central columns 29 of the second cabin 21 also face forwardly, butare oriented to face outwardly with respect to the cabin 21. The twocentral columns 29 are arranged back-to-back such that the second linearedge 49 of each seat unit 40 in one central column 29 is disposedsubstantially contiguous a corresponding second linear edge 49 ofanother seat unit 40 in the other central column 29. As with the columns29 of the first cabin 20, however, the seat units 40 of the columns 29of the second cabin 21 are arranged such that to the rear of each seat71, 72, the seat unit 40 defines a generally triangular or trapezoidalspace 36 which is occupied by the first surface 47 of one seat unit 40and the second surface 48 of another adjacent seat unit 40.

[0141] A privacy screen may be provided between the two central columns29 said screen may comprise a movable portion member intermediate eachpair of corresponding seats 40 in the two central columns 29, saidposition member being selectively movable automatically between adeployed position, in which said position member effectively forms aprivacy shield between the two seats 40 of the pair, and a stowed andretraded position, in which the position member is removed, such thatpassengers using the two corresponding seats do not have any boundariesbetween them in either the bed mode or the seat mode.

[0142] It has been found that the seating system in accordance with thepresent invention allows each seat unit 40, in the bed configuration, toprovide a bed surface for a passenger having a length of at least 80inches (2.032 metres) with a pitch between adjacent seat units 40 withineach column 29 of 50 to 60 inches (1.27 to 1.52 metres). In some cases,it is possible to provide an overall bed length in the bed configurationin excess of 85 inches (2.16 metres) with such a pitch.

[0143] It will be appreciated that when the movable passenger-bearingelements 71, 72 of a seat unit 40 in accordance with the presentinvention are disposed in a dining or lounge seat configuration as shownin FIG. 2, the space 36 to the rear of the seat 71, 72 is concealed bythe upright or reclined back-rest 72. The space 36 thus provides auseful storage space which, in particular, can be used for storingbedding materials such as pillows, blankets, duvets and the like whenthe seat unit 40 is being used as a seat. Such bedding materials can bestored within the space 36 behind the seat 71, 72 such that the beddingmaterials are supported by the first surface 47 to the rear of the seat71, 72. When a passenger wishes to go to sleep, the moveablepassenger-bearing elements 71, 72, 76 can be selectively moved to thebed configuration as shown in FIG. 2, thus exposing the space 36 to therear of the seat 71, 72 allowing easy access to bedding materials stowedtherein. With the moveable seat elements 71, 72, 76 in the bedconfiguration, the extended bed surface provided by the seat unit 40 canbe manually made-up with the bedding materials by a passenger or flightattendant to provide a fully made bed for the passenger.

[0144] In the seat configuration, a first passenger using the seat unitcan sit on the seat formed by the seat-pan 71 and back-rest 72, and asecond passenger who might wish to visit the first passenger can sit onthe auxiliary seat provided by the ottoman 65.

[0145] As shown in FIG. 1A, the second surface 48 of the seat unit 40carries a hinged arm rest 75 which is hinged to the supporting structure42 for swinging movement in the plane of the second surface 48 between astowed position as shown in FIG. 1A in which the arm rest 75 extendssubstantially parallely to the second linear edge 49 and a deployedposition (not shown) in which the arm rest 75 extends substantiallyparallely to the notional seat axis C-C between the front and rear endsof the cuboidal recess 44 juxtaposed the seat formed by the seat-pan 71and back-rest 72, so that a passenger using the seat may rest one of hisor her arms on the arm rest 75. Alternatively, the arm rest 75 may bestored within a recess (not shown) formed in said surface 48 and meansmay be provided for translationally moving the arm-rest verticallybetween a stored position, in which said arm rest is accommodated withinsaid recess, flush with said head surface 48, and a deployed position inwhich said arm-rest protrudes from the recess to provide an arm rest foran occupant of the seat. This alternative has the advantage that in thestored position, the arm-rest does not impinge on the available surfacearea provided by the head surface 48. Another fixed arm rest (not shown)may be carried by the screen 60.

[0146] The seating system in accordance with the present invention thuscomprises a plurality of self-contained seat units 40 which each provideindividual seating and sleeping accommodation for a passenger. Withineach column 29, it will be seen that the screen 60 to the second side 54of one seat unit 40 and the screen 60 of another adjacent seat unit 40disposed juxtaposed the first side 53 of the one seat unit 40 define apartially enclosed, private space for a passenger using the one seatunit 40.

[0147] Each seat unit 40 in accordance with the present inventioncomprises a seat housing 43 and an ottoman 65, which ottoman 65 isspaced forwardly of the seat housing 43. However, the seat units 40 ofthe present invention as described above may be convenientlymanufactured by integrating the seat housing 43 of one seat unit 40 withthe ottoman 65 of another adjacent seat unit 40. Thus, the supportingstructure 42 forming the seat housing 43 of the one seat unit 40 may beintegral with the supporting structure 42 forming the ottoman 65 of theother adjacent seat unit 40. Thus, the seating system in accordance withthe present invention may be constituted by a plurality of seat modules80 as shown in FIG. 1A, each module 80 comprising the seat housing 43and moveable seat elements 71, 72, 76 of one seat unit 40 and theottoman 65 of another adjacent seat unit 40. By attaching a plurality ofsaid seat modules 80 to a pair of seat tracks 32, 34 in a cabin 20, 21,a plurality of seat units 40 can be assembled, each unit 40 comprisingthe seat housing 43 of one module and the ottoman 65 of another adjacentmodule 80.

[0148] Each seat module 80 is attached to a seat track pair 32, 34 atthree points as shown in FIGS. 1 and 1A. In particular, each seat module80 is attached to one seat track of the pair 32, 34 at two spaced points38 and to the other seat track of the pair 32, 34 at a single point 39.Each seat module 80, may be attached directly to the seat track pair 32,34 or, alternatively, the supporting structure 42 of each module 80 maycomprise a plinth or pallette (not shown), which plinth or pallette isattached to the seat tracks 32, 34. In either case, the supportingstructure 42 or plinth or pallette is attached to the seat tracks 32, 34using foot fixings of the kind well known to those skilled in the art.The use of a three-point fixing 38, 39 for attaching a seat module 80 toa seat track pair 32, 34 has been found to be advantageous over aconventional four-point fixing. In particular, it has been found that athree-point fixing allows a greater degree of flexibility between thetwo seat tracks of a pair 32, 34, thus allowing the two seat tracks tomove or flex relative to one another in the event of an emergencylanding or crash with a reduced risk of the seat modules 80 becomingdetached from the seat tracks 32, 34.

[0149] The configuration of each seat unit 40, and the arrangement ofthe seat units 40 within a cabin in accordance with the presentinvention, allows the occupant of each seat unit 40 easily to gainaccess to the seat unit 40 from the aisle and vice versa.

[0150] A first passenger seat assembly in accordance with the presentinvention is shown in FIGS. 3 to 5. Said first passenger seat assemblycan suitably be used to form a seat unit 40 of the seating systemdescribed above with reference to FIGS. 1, 1A, 2 and 2A. However, thoseskilled in the art will appreciate that the seating system in accordancewith the present invention is not limited to the use of the seatassembly of FIGS. 3 to 5. Generally the seating system described abovecan comprise any seat unit 40 which defines a notional, longitudinalseat axis C-C and comprises a supporting structure 42 for supporting theseat unit off the floor 30 of a vehicle, means 71, 72 forming or beingconfigurable for forming a seat comprising a seat-pan 71 and a back-rest72 and means 47, 48, 67, 74, 76, forming or being configurable forforming a substantially flat bed, a major proportion of which bed isdisposed forwardly of the position of the seat, which bed extendsrearwardly behind the seat for extending the flat bed.

[0151] In FIGS. 3 to 5, parts of the first passenger seat assembly whichcorrespond to parts of the seat unit 40 of FIGS. 1, 1A, 2 and 2A areindicated by the same reference numerals, with the addition of apreceding numeral “1”.

[0152] The first passenger seat assembly 140 in accordance with thepresent invention has a front end 151, a rear end 152 and two opposingsides 153, 154. The seat assembly 140 comprises a supporting structure142 for fixedly securing the seat assembly 140 to seat tracks embeddedin the floor 130 of a vehicle and for supporting the seat assembly 140off the floor 130. Any suitable foot fixings of the kind known to thoseskilled in the art can be used for securing the supporting structure 142to a pair of seat tracks. Whilst the first passenger seat assembly 140of FIGS. 3 to 5 is particularly suitable for use on a passengeraircraft, it can also be suitably used on other forms of passengervehicles such, for example, as trains, coaches and water-borne craft,including passenger ships and ferries and hovercraft.

[0153] Said supporting structure 142 comprises a seat housing 143disposed generally towards the rear end 152 of the assembly 140 and anottoman unit 165 disposed generally towards the front end 151 of theassembly 140. Said seat housing 143 defines a generally rectilinear orcuboidal recess 144 which is open at its upper end 201 and front end 202and closed at its rear end 203 by a substantially vertically extendingrear wall 204 and at each side by two spaced opposing, substantiallyvertically extending side walls 205, 206. In FIGS. 3 to 5, only one ofthe sidewalls 205 is visible. To the rear of the recess 144, the seathousing 143 defines a substantially flat first upper surface 147, andintermediate one side of the recess 144 and one side 153 of theassembly, the housing 143 further defines a substantially flat secondupper surface 148 which is substantially coplanar, and may also besubstantially continuous, with the first surface 147. Said first andsecond upper surfaces 147, 148 are sufficiently strong to support atleast part of the weight of a passenger using the seat assembly 140.

[0154] Said ottoman unit 165 is spaced forwardly of the seat housing 143and has a substantially flat upper surface 166 which carries a cushion167 having a flat upper surface 169 which is substantially coplanar withthe first and second upper surfaces 147, 148 of the seat housing 143.Said ottoman unit 165 is also sufficiently strong to support the weightof a passenger and can be used as an auxiliary seat.

[0155] Each of said side walls 205, 206 of the recess 144 carries arotary bearing 222. Said rotary bearings 222 are aligned with oneanother to define a transverse axis which extends transversely acrosssaid recess 144 generally parallely to the floor surface 130, but at aslight incline thereto as described in more detail below. Said rotarybearings 222 are disposed at a height above the floor surface 130approximately mid-way between the floor surface 130 and the first andsecond upper surfaces 147, 148. Said rotary bearings 222 are alsopositioned generally rearwardly within the recess 144 towards the rearwall 204. Each of said rotary bearings 222 receives a respective,laterally-extending trunnion 221 of a seat movement mechanism 220 asshown in FIGS. 6 to 8 in which the supporting structure 142 is omittedfor clarity.

[0156] Each trunnion 221 is attached generally centrally to asubstantially flat, outwardly-facing surface 226 of a respective,generally lenticular rocker plate 223. Each rocker plate 223 has asubstantially linear first edge 224 and an opposing arcuate second edge225. FIGS. 9 to 11 comprise detailed views of the rocker plates 223.Each rocker plate has an upper end 228 and lower end 229, and the tworocker plates 223 are fastened together by means of a generallycylindrical, transversely extending first torque tube 230 having twoopposing ends 231, 232. Each end 231, 231 of the torque tube 230 isconnected to an inner face 227 of a respective one of the rocker plates223 juxtaposed the lower end 229. The first torque tube 230 thus servesto unite the two rocker plates 223 which define a recess 235intermediate their respective opposing inner faces 227. The unitedrocker plates 223 are thus capable of rocking movement relative to theseat housing 143 about the trunnions 221 connected to the rotarybearings 222.

[0157] The arcuate edge 225 of each rocker plate 223 is pivotablyconnected towards its lower end 229 to one end 242 of a link 241 througha suitable pin joint. The other end 243 of the link 241 is pivotablyconnected to one end 244 of a rocker arm 245. As shown in FIGS. 14 and15, the other end 246 of the rocker arm 245 is fixedly securedjuxtaposed a respective end 251, 252 of a second rotatable torque tube250. At one end 251, the second torque tube 250 is rotatably supportedwithin a hollow worm-gear casing 260. At the other end 252, the secondtorque tube 250 is rotatably mounted in a bearing 253 supported by thesecond side wall 206 of the recess 144.

[0158] Said worm-gear casing 260 has a substantially flat bottom surface261 and defines a generally cylindrical interior cavity 262 whichaccommodates the bearing for the one end 251 of the second torque tube250. Said one end 251 of the second torque tube 250 is fixedly securedcoaxially to a worm-gear 271 which is accommodated within said cavity262. The casing 260 has an upper wall 263 which is partially cut-away asshown at 264 to expose the teeth of the worm-gear 271. Said casing 260is fixedly secured to the supporting structure 142 of the first seatassembly 140 within a recess (not shown) within the first side wall 205,beneath the second upper surface 148 at the rear of said recess 144,juxtaposed the rear wall 204.

[0159] The upper wall 263 of said casing 260 is formed with a generallyupwardly extending lug 265, and a generally cylindrical worm-screwhousing 273 is hinged to said lug 265 for movement between an engagedposition as shown in FIG. 14 and disengaged position as shown in FIG.15. Said worm-screw housing 273 is shaped such that in the engagedposition, the housing 273 mates with the upper wall 263 of the worm-gearcasing 260. As shown in FIG. 15, the worm-screw housing 273 is cut-awayas shown at 274 to allow the teeth of the worm-gear 271 to extend intothe interior of the worm-screw housing 273. As shown in FIG. 16, theworm-screw housing 273 accommodates a worm-screw 270 which is rotatablymounted between two opposing thrust-bearings 272. Said worm-screw 270 isrotatably coupled via a coaxial spindle 275 to an electric motor 280having a motor housing 281 which is fixedly secured to the worm-screwhousing 273. As shown in FIG. 16, the motor housing 281 is connected tothe worm-gear casing 260 through two links 282, 283 which form a“break-link” device. One of said links 282 is pivoted to the motorhousing 281 at one end 284 and to a first end of the other link 283 atthe other end 285. A second end 286 of said other link 283 is pivottedto the worm-gear casing 260. Said one link 282 is substantially largerthan the other link 283 and, in the. engaged position, the three pivotpoints 284, 285, 286 are co-linear such that the pivot point between thesecond end of the other link 283 and the worm gear casing 260 isdisposed intermediate the pivot point 284 of the one link 282 to themotor housing 281 and the pivot point 285 between the two links 282,285, such that the worm-screw housing 273 is prevented from disengagingthe worm-gear casing 260. Said one link 282 can be selectively rotatedclockwise as shown in FIG. 16, causing the other link 283 also to rotateclockwise, “breaking” the alignment of the three pivot points 284, 285,286. The worm-screw 273 can then disengage from the worm-gear, allowingthe rocker arms 245 to rotate freely about the axis defined by saidsecond torque tube 250, the links 282, 283 serving to limit the extentto which the worm-screw housing 273 can be disengaged from theworm-screw casing 260. Alternatively, instead of the break-link device,the worm-screw housing 273 could be releasably secured to the worm-gearcasing 260 by means of a removable bolt, for example.

[0160] As shown in FIG. 9, the inner face 227 of each rocker plate 223is fabricated with an elongate, substantially linear recess 301 which issubstantially rectilinear in cross-section and extends substantiallyparallely to said first edge 224 from a lower end 302 juxtaposed thelower end 229 of the rocker plate 223 to an upper end 303 at a pointintermediate said upper and lower ends 228, 229 of the plate 223. Asshown in FIGS. 3 to 5, said elongate recess 301 accommodates a linearscrew 304 having upper and lower ends 305, 306 as shown in FIG. 13. Insome embodiments, ball screws or any other suitable, non-reversiblelinear actuator devices may be used instead of the two linear screws. Atits upper end 305, each linear screw 304 is rotatably mounted in abearing 307, which is fixedly secured to the rocker plate 223 at theupper end 303 of the recess 301. The lower end 306 of each linear screw304 is accommodated within a gear casing 310 which is fixedly secured tothe inner face 227 of the respective plate 223. (In FIG. 13, one of thegear casings 310 is omitted to reveal the detail at the lower end 306 ofthe linear screw 304). Said lower end 306 is supported by a rotarybearing 308 within the gear casing 310 and is rotatably coupled througha bevel gear 311 to a respective end 313, 314 of a rotary drive shaft312. At one end 314, the drive shaft 312 is connected through a pair ofinterengaging pinions 315, 316 to a stepper motor 318 that is mounted tothe gear casing 310 such that operation of the motor 318 causes rotationof the shaft 312 and thus rotation of the linear screws 304.

[0161] Each linear screw 304 carries a nut 320 comprising a shaped body321. Said body 321 is generally T-shaped in cross section and comprisesa substantially rectilinear slider portion 322 which is shaped to form aclose, but free-sliding fit within the linear recess 301 formed in theinner face 227 of the respective rocker plate 223. Said slider portion322 accommodates the linear screw 304 therein and comprises internalformations (not shown) for engaging the screw 304. Said body 321 furthercomprises a pair of opposing wing portions 324, each of which has asubstantially flat outer face 325, the outer faces 325 of the two wingportions 324 being substantially co-planar to one another. The body 321has a substantially flat inner face 326. With the slider portion 322inserted in the linear recess 301 of the respective rocker plate 223,the outer faces 325 of the wing portions 324 lie closely adjacent theinner face 227 of the rocker plate 223.

[0162] With reference to FIG. 6, each of said nuts 320 is connectedthrough a gimbal joint 329 to a respective lateral side edge 331, 332 ofa structural diaphragm 330 forming part of a seat-pan element 171 whichis disposed in the recess 235 intermediate the two opposing rockerplates 223. Said diagram 330 may comprise a light-weight, mouldedcomposite panel or a perforated aluminum sheet. Said seat-pan element171 has a rear end 333 and a forward end 334, said gimbal joints 329being fitted to the diaphragm 330 towards said rear end 333 to allow thefront end 334 of the seat-pan element 171 to be tilted upwards ordownwards relative to the rear end 333 which moves less relative to therocker plates 223. Said seat-pan element 171 includes suitablecushioning and upholstery which is-supported by the diaphragm 330 toprovide a comfortable seating surface for a passenger using the seatassembly 140. (The cushioning and upholstery is omitted in FIGS. 6 to 8for clarity).

[0163] Juxtaposed the front end 334, the diaphragm 330 is pivotablyconnected to an upper end 341 of a depending lever 342. The other end343 of the lever 342 is pivotably connected to a slider 345 which isslidably retained in an elongate, substantially linear slideway 350 thatis fixedly secured to a respective one of the side walls 205, 206 of theseat housing 143 within said recess 144. As best seen in FIG. 3, eachslideway 350 is oriented at an angle relative to the floor surface 130such that the slideway 350 extends forwardly and upwardly within therecess 144 between an upper end 351 and a lower end 352. Said other end343 of the lever 342 is also pivotably connected to a lower end 354 of adrag strut 355, said drag strut 355 having an upper end 356 that ispivotably connected to the first linear edge 224 of the respectiverocker plate 223 juxtaposed the lower end 229 of the rocker plate 223.

[0164] With reference to FIG. 9, the inner face 227 of each rocker plate223 is also formed with an elongate arcuate track 360 which extendsjuxtaposed the second arcuate edge 225 between an upper end 361juxtaposed the upper end 228 of the plate 223 and a lower end 362juxtaposed the lower end 229 of the plate 223. Intermediate the linearrecess 301 and arcuate track 360, the inner face 227 of each plate 223is also formed with a short linear slot 365 which extends from an upperend 366 juxtaposed the upper end 361 of the track 360 to a lower end 367juxtaposed the upper end 303 of the linear recess 301. As best seen inFIG. 3, the linear slot 365 is angled with respect to the linear edge224 of the plate 223 such that as the slot extends downwardly from theupper end 366 to the lower end 367, it extends inwardly of the platefrom the linear edge 224 towards the arcuate track 260. It can also beseen that the arcuate track 360 and linear slot 365 diverge from oneanother from their respective upper ends 361, 366 towards theirrespective lower ends 362, 367.

[0165] The arcuate track 360 on each rocker plate 223 receives slidablytwo spaced friction blocks 371 that are fixedly secured to the outersurface 372 of a respective lower side member 373 of a lower back-restelement 374 as shown in FIGS. 6A and 6B. Said lower back-rest element374, together with an upper back-rest element described in more detailbelow, forms a back-rest component 172. Each lower side member 373 isgenerally shaped having an upper end 375, a lower end 376 and asubstantially linear rear edge 377. At said lower end 376, each lowerside member 373 comprises an enlarged foot portion 378 having aforwardly protruding nose 379. Each lower side member 373 has asubstantially linear front edge 381 which extends between said upper end375 and said enlarged foot portion 378 at a slight angle relative to therear edge 377. As shown in FIGS. 6A and 6B, one of the friction blocks371 on each lower side member 373 is mounted to said outer face 372 atthe lower end 376 of the side member 373 at an angle of about 45° to therear edge 377. Said other friction block 371 is mounted to said outerface 372 juxtaposed said rear edge 377 at a point intermediate saidupper and lower ends 375, 376. The other friction block 371 alsosubtends an angle with the rear edge 377, but that angle is less thanthe angle subtended by the one friction block 371 and the rear edge 377.

[0166] Intermediate the two lower side members 373, the lower back-restelement 374 comprises a substantially flat diaphragm 385 which is spacedinwardly of both said front and rear edges 377, 381 to form rear andfront lower recesses 386 and 387 respectively. Like the seat diagram 385may comprise a moulded composite panel or a perforated metal sheet ofthe kind well-known in the manufacture of aircraft seats.

[0167] The outer face 372 of each side member 373 is further formed witha generally rectilinear, shaped cavity 390 having a peripheral side wall391. Said cavity 390 is covered by a cover plate 380 (omitted in FIGS.6A and 6B for clarity) which is fixedly secured to the outer face 372 ofthe side member 373. Said cavity 390 accommodates a generally triangularrocker lever 392 having an upper limb 393 and a lower limb 395. Therocker lever 392 is pivoted substantially centrally to the side member373 at its obtuse apex. 396. The lower limb 395 is provided at itsextremity with an outwardly directed pin 397, and the upper limb 393 isformed at its extremity with a lug 398. The rocker lever 392 is thuscapable of rocking about said pivot 396 with corresponding rockingmovement of the upper and lower limbs 393, 395. Movement of the rockerlever 392 is limited by the side wall 391 of the cavity 390 such thatthe upper limb 393 can rock between one position as shown in FIGS. 6Aand 6B in which the lug 398 is disposed fully forwardly and anotherposition (not shown) in which the upper arm 393 is disposed fullyrearwardly.

[0168] The pin 397 on the lower limb 395 is slidably received in thelinear slot 365 formed in the inner face 227 of the respective rockerplate 223. As best seen in FIG. 3, the lower back-rest element 374extends upwardly of the rear end 333 of the seat-pan element 171 and ispivoted at its upper end 375 to said upper back-rest element 394. Saidupper back-rest element 394 comprises two spaced upper side members 402and a substantially flat upper diaphragm 403 which extends between saidupper side members 402. Each of said upper side members 402 has asubstantially linear rear edge 404 and a substantially linear front edge405, and said upper diaphragm 403 is spaced inwardly of both said rearand front edges 404, 405 to define front and rear upper recess 406 and407 respectively. The lower and upper front recesses 387, 407accommodate cushioning that is specifically designed to form acomfortable back-rest surface which, in conjunction with the cushioningon the seat-pan element 171, forms a dedicated seat surface for apassenger. The back-rest cushioning is upholstered to match theupholstering on the cushioning on the seat-pan element 171. Thecushioning and upholstery of the upper and lower back-rest elements havebeen omitted in FIGS. 6, 6A, 6B, 7 and 8 for clarity. The upper andlower rear recesses 386, 406 define a substantially continuous recesswhich receives a substantially flat cushion or mattress suitable forforming a bed surface. Again this is omitted in FIGS. 6, 6A, 6B, 7 and 8for clarity. In particular, however, the back-rest cushioning providedin the upper and lower front recesses 387, 407 may have a differentstyle or colour of upholstery from the rear cushion or mattress.Furthermore, the cushioning provided on the front and rear surfacesrespectively of the back-rest component may have different degrees ofresilience as appropriate for seating and bedding purposes.

[0169] Each of said upper side members 402 has an upper end 409 and alower end 411. Each upper side member 402 is pivotably connected to theupper end 375 of the respective lower side member 373 at 410intermediate said upper and lower ends 409, 411, such that each upperside member 402 extends downwardly from the pivot point 410 to form aleg portion 412 having a generally U-shaped cut-out 414 at said lowerend 411. Said U-shaped cut-out 414 slidably accommodates the lug 398formed on the upper limb 393 of the respective rocker lever 392 fortransmitting rocking movement of said arm 392 to the upper side member402. Thus, rocking movement of the rocker lever 392 about its centralpivot point 396 causes corresponding rocking movement of the upperback-rest element 394 about the pivot point 410 between the upper andlower back-rest elements.

[0170] With reference to FIG. 3, the nose 379 of each lower side member373 is connected through a lost motion device 420 to one of the wingportions 325 on the nut 320 mounted on the linear screw 304 of therespective rocker plate 223. Each lost motion device 420 comprises a pinattached to the respective wing portion 325 at 328, which pin isreceived in a short slot formed in the nose 379 of the lower side member373.

[0171] With reference to FIGS. 9 to 12, the arcuate edge 225 of eachrocker plate 223 is formed towards the upper end 228 with a protrudinglug 431 which is pivotably connected to one end 433 of an arm member 432which arm member 432 terminates remote from the lug 431 in another end434. The two arm members 432 carry a transverse infill diaphragm member440 which carries a generally rectilinear in-fill cushion 442 having anupper surface 443.

[0172] Juxtaposed the lug 431, the outer face 226 of each rocker arm 223carries a small dog-leg member 450 which is pivoted to the rocker plate223 at 451 between the lug 431 and the lower end 229 of the plate 223.Said dog-leg member 450 has a first limb 452 provided with a hook 453 atits extremity and a second limb 454 provided with a cam follower 455.Each arm member 432 has an outwardly extending holding pin 456, and theouter surface 226 of each rocker plate 223 is formed with an outwardlyextending stop pin, 457 which is positioned between the pivot point 451and the arcuate edge 225 of the plate 223. The dog-leg member 450 isfreely rotatable about the pivot 451, and the stop pin 457 serves tolimit clockwise rotation of the dog-leg member 450 of the plate 223 asshown in FIGS. 9 to 12. (The stop pin on the other rocker plate 223limits counter-clockwise movement of the corresponding dog-leg member450).

[0173] The cam follower 455 on the second limb 454 of the dog-leg member450 engages a cam 460 (see FIGS. 8 and 12) formed on the respectivesidewall 205, 206 of the recess 144 for controlling movement of thedog-leg member 450.

[0174] As shown in FIG. 3, the first seat assembly 140 as hereinbeforedescribed can be arranged in a upright seat configuration in which therocker arms 245 extend forwardly relative to the rotary shaft 50 withinthe recess 144 and the links 241 are substantially co-linear with therocker arms 245 such that the united rocker plates 223 are oriented in aseat configuration as shown in FIGS. 3, 4, 6, 7, and 10 in which thelinear edge 224 of each rocker plate 223 extends upwardly and rearwardlywithin the recess 144, with the arcuate tracks 360 on the two rockerplates 223 extending generally downwardly and forwardly within therecess 144. As the links 241 and rocker arms subtend an angle of 180° toform a compression strut in the seat position, any loads applied to therocker plates 223 are applied linealy to the second torque tube 250 andno rotational force is applied to the worm-gear 271. Advantageously, theseat conversion sub-mechanism of the seat assembly is capable ofwithstanding large forward forces, without the need for any additionaldisengageable mechanical coupling, such as a shoot-bolt, between theseat movement mechanism and the supporting structure. In the uprightseating configuration, the nuts 320 are disposed at the upper ends 305of their respective linear screws 304 as shown in FIG. 13, and the lowerends 343 of the levers 342 are disposed at the upper ends of theslideways 350 such that the seat-pan element 171 is disposedsubstantially horizontally within the recess 144, with the upper surfaceof the seat-pan cushioning at approximately the same level as the firstand second upper surfaces 147, 148 on the seat housing 142 and the uppersurface 169 of the cushion 167 on the ottoman 165. The friction blocks371 on the lower side members 373 of the lower back-rest element 374 aredisposed at the upper ends 361 of the arcuate tracks 360 on the rockerplates 223, and the pins 397 on the rocker levers 392 are disposed atthe upper ends 366 of the linear slots 365 on the rocker plates 223.Accordingly, the upper limbs 393 of the rocker levers 392 are disposedfully forwardly within their respective cavities 390, such that theupper back-rest element 394 is substantially co-linear with the lowerback element 373.

[0175] In the upright position of FIG. 3, the dog-leg members 450 on therocker plates 223 are disengaged from the respective cam members 460,and the arm members 432 are disposed, as shown in FIG. 10, in a stowedposition with the in-fill cushion 442 disposed generally beneath thefirst upper surface 147 of the seat housing 143. In the uprightposition, the cushioning 408 on the upper and lower back-rest elements373, 394 forms an ergonomically comfortable seat with the cushioning onthe seat-pan element 171.

[0176] In the upright position, the seat defined by the seat-pan element171 and back-rest element 172 is generally suitable for dining. Theottoman unit 165 is spaced forwardly of the seat-pan element 171 and maybe used as a foot-rest for the passenger.

[0177] From the upright position of FIG. 3, the seat assembly may bereclined to a fully reclined position as shown in FIG. 4 as follows.Upon operation of the stepper motor 318, the linear screws 304 on therocker plates 223 are caused to rotate. As the nuts 320 are restrainedfrom rotation with the linear screws 304, the nuts are driventranslationally along the linear screws 304 towards the lower ends 302of the recesses 301 formed in the opposing inner faces 227 of the rockerplates 223. As the nuts 320 are driven downwardly, the rear end 333 ofthe seat-pan element 171 is also driven downwardly relative to the frontend 334 which is supported by the levers 342. The rear end 333 of theseat-pan element 171 is thus driven downwardly causing the seat-panelement to tilt rearwardly about the pivot between the upper ends 341 ofthe levers 342 and the front end 334 of the seat-pan diaphragm 330. Asthe linear screws 304 extend downwardly and forwardly within the recess144, the seat-pan element 171 is also driven forwardly, which forwardsmovement is accommodated by forward rocking of the levers 342 about thepivots between the lower ends 343 of the levers 342 and the sliders 354in the respective slideways 350.

[0178] The front end 334 of the seat-pan element 171 therefore movesdownwardly slightly in the recess 144, but not to the same extent as therear end 333 of the seat-pan element 171. Movement of the sliders 354rearwardly along the slideway 350 is prevented by the drags struts 355between the sliders 354 and the rocker plates 223.

[0179] Forwards and downwards movement of the nuts 320 also causescorresponding movement of the back-rest element 172 which is connectedto the nuts 320 through the lost motion devices 420 on the noses 379 ofthe lower back-rest elements 373. Movement of the back-rest component172 causes the friction blocks 371 to slide in their respective arcuatetracks 360 on the opposing inner faces 227 of the rocker plates 223 fromthe upper ends 361 of the tracks 360 towards the lower ends 362. Therelative orientation of the friction blocks 371 as described above andthe curvature of the tracks 360 have the result that, as the frictionblocks 371 slide along the tracks 360, the lower back-rest element 373is caused to rock rearwardly as shown in FIG. 4 from the uprightposition of FIG. 3 to a fully reclined position as shown in FIG. 4.

[0180] Contemporaneously, the pins 397 on the rocker levers 392 arecaused to slide along the linear slots 365 on the rocker plates 223. Aseach linear slot 365 diverges from the corresponding arcuate track 360on the same rocker plate 223, the upper limb of each rocker lever 392 iscaused to rock rearwardly in the respective cavity 390. Rearwardsmovement of the upper limbs 393 of the rocker levers 392 causes theupper side members 402 of the upper back-rest element 394 to rockforwardly relative to the lower back-rest element 373. As the back-restcomponent 172 is driven forwardly and downwardly by movement of the nuts320, the upper back-rest element 394 rocks progressively furtherforwards relative to the lower back-rest element 373 until the rockerlevers 392 engage the side walls 391 of the respective cavities 390,preventing further forwards rocking of the upper back-rest element 394.The relative positions and profiles of the recesses 301, tracks 360 andslots 365 formed on the two rocker plates 223 are carefully calculatedto ensure that as the seat reclines from the upright position of FIG. 3towards the fully reclined position of FIG. 4, the seat-pan element 171and upper and lower back-rest elements 374, 394 move through a pluralityof predetermined, ergonomically comfortable positions.

[0181] The stepper motor 318 can be controlled such that the nuts 320can be stopped at any intermediate position between the upper and lowerends 305, 306 of the linear screws 304. Thus, movement of the seatdefined by the seat-pan element 171 and upper and lower back-restelements 374, 394 can be halted in any intermediate position between theupright position of FIG. 3 and fully reclined position of FIG. 4. Theangle subtended by the upper and lower back-rest elements 374, 394 in areclined position has the effect that the lower back-rest element 374advantageously provides lumbar support for a passenger using the seatassembly 140.

[0182] The linear screws 304 are non-reversible linear actuator devices,and thus the seat assembly of the present invention has the addedadvantage that forces applied to the seat-pan element 171 or back-restcomponent 172 cannot be transmitted through the nuts 320 and linearscrews 304 to the motor 318. This has the advantage that sudden and/orstrong forces applied to the moveable seat elements 171, 374, 394 arenot “seen” by the stepper motor, thus reducing the risk of damage to thestepper motor 318.

[0183] A particular feature of the first seat assembly 140 ashereinbefore described is that it can be converted from the uprightposition of FIG. 3 to a bed configuration as shown in FIG. 5. In orderto convert the seat assembly 140 from the upright configuration to thebed configuration, the motor 280 is operated to cause rotation of theworm-screw 270. With the worm-screw housing 273 in the engaged positionon the worm-gear casing 260, rotation of the worm-screw 270 causescorresponding rotation of the worm-gear 271 and thus rotation of thesecond torque tube 250. Rotation of the torque tube 250 in turn causesrotation of the rocker arms 245 from a seat position as shown in FIG. 15to a bed position as shown in FIG. 14.

[0184] With reference to FIGS. 3 and 5, rotation of the rocker arms 245rearwardly causes the links 241 to rock the rocker plates 223 forwardlyabout the trunnions 221. Rocking of the rocker plates 223 forwardlywithin the recess 144 causes the lower back-rest member 374 to rockforwardly about the trunnions 221. The gimbal joints 329 between theseat-pan element 171 and the nuts 320 also rotate about the trunnions222, and rocking of the rocker plates 223 causes the drag struts 355 topull the sliders 354 at the lower ends 343 of the levers 342 rearwardlyand downwardly along the slideways 350 from the upper ends 351 of theslideways towards the lower ends 352. The front and rear ends 334, 333,of the seat-pan element 171 are thus caused to descend within the recess144, such that the back-rest component 172 rocks forwardly over theseat-pan element 171 as shown in FIG. 5.

[0185] In the bed configuration of FIG. 5, the seat-pan element 171 isdisposed in a lower stowed position within the recess 144, and thecushioning or mattress in the lower and upper rear recesses 386, 406 ofthe back-rest component 172, is disposed substantially co-planarly withthe upper surfaces 147, 148 of the seat housing 143 and of thecushioning 167 on the ottoman unit 165. It can also be seen from FIG. 5that the upper and lower back-rest elements 374, 394 are dimensionedsuch that in the bed configuration, the upper ends 409 of the upper sidemembers 402 meet the ottoman unit 165 such that the cushioning ormattress on the rear surface of the backrest component 172 forms asubstantially continuous surface with the cushion 167 on the ottomanunit 165 and with the second upper surface 148 on the seat housing 143.Advantageously, the upper end 409 of the upper back-rest element 394 mayengage a formation (not shown) on the ottoman unit 165, such that in thebed configuration part of the load applied to the back-rest component172 is bone in part by the ottoman unit. The engagement of the rockerlevers 392 with the side walls 391 of their respective cavities on thelower side members 374 of the lower back-rest element 373 serves to lockthe upper and lower back-rest elements 373, 394 together to preventbuckling of the back-rest component 172 under load in the bedconfiguration.

[0186] Movement of the rocker plates 223 from the seat position to thebed position also raises the arm members 432 carrying the in-fillcushioning 443 within the recess 144. In the seat position as shown inFIG. 10, the dog-leg members 450 are disengaged from the cams 460 formedon the side surfaces 205, 206 of the recess 144 and can pivot freelyabout the pivot points 451. As mentioned above, however, movement of thedog-leg members 450 is limited by the stop pins 457.

[0187] As the rocker plates 223 are rocked forwardly towards the bedconfiguration of FIG. 5, the holding pins 456 on the arms 432 becometrapped behind the hooks 453 on the first limbs 452 of the dog-legmembers 450. As the rocker plates 223 move towards the bedconfiguration, the cam followers 455 engage the cams 460, thus lockingthe dog-leg members 450 in place, trapping the holding pins 456 behindthe hooks 453.

[0188] As best seen in FIG. 5, the arm members 432, cushioning members442, holding pins 456, dog-leg members 450 and cams 460 are shaped andpositioned such that, in the bed configuration, the upper surface 443 ofthe in-fill cushioning member 442 fills a space between the lower end376 of the lower back-rest element 374 and the forward end of the firstupper surface 147 of the seat housing 143. The upper surface 443 of thein-fill cushioning member 442 is disposed substantially continuously andsubstantially co-planarly with the cushioning or mattress on the rear ofthe back-rest component 172 and the first upper surface 147 to form anextended, substantially flat bed surface.

[0189] The supporting structure 142 of the seat assembly 140 isconfigured such that, in flight, with the floor surface 130 at an angleof about 1-3° to the horizontal, the bed surface provided by the seatassembly of the present invention is disposed substantially horizontallyrelative to Earth. In other words, the seat assembly 140 of the presentinvention compensates for the slight incline of the aircraft in flight.

[0190] Advantageously, the worm-gear, worm-screw assembly 271, 270 isnon-reversible, and so in the bed and seat configurations, the motor 280does not “see” undue forces applied to the rocker plates 223. In otherwords, undue or sudden forces applied to the rocker plates 223 are nottransmitted through the worm-gear/worm-screw assembly to the motor 280.

[0191] The first passenger seat assembly 140 as hereinbefore describedis equipped with user-operable controls mounted conveniently to thesupporting structure 142. Said controls comprise means for operating thestepper motor 318, for selectively moving the seat-pan and back-restmoveable elements 171, 374, 394 between the upright position of FIG. 3and the fully reclined position of FIG. 4, and for operation of themotor 280 for converting the moveable elements 171, 374, 394 between theupright seat configuration of FIG. 3 and the bed configuration of FIG. 5in which the moveable back-rest elements 374, 394 cooperate with thefixed auxiliary elements of the supporting structure 142, i.e., theottoman unit 165 and first and second upper surfaces 147, 148 of theseat housing 143 to form an extended, substantially flat bed for thepassenger. Said controls comprise control circuitry for ensuring that ifa passenger attempts to convert the seat assembly 140 from the seatconfiguration to the bed configuration when the seat is in a reclined orfully reclined position, the stepper motor 318 is first operated toreturn the moveable seat elements 171, 374, 394 to the fully uprightposition before the motor 280 is operated to convert the seat into thebed configuration. In the event of a failure of the motor 280 or of theaircraft cabin power supply, the seat assembly 140 can be returned tothe upright position of FIG. 3 by breaking the break-link device 282,283 as described above and manually rocking the rocker arms 245forwardly to the seat position of FIG. 15

[0192] The first passenger seat assembly 140 in accordance with thepresent invention as hereinbefore described thus providesself-contained, individual seating and sleeping accommodation for apassenger.

[0193]FIG. 17 shows another seating system in accordance with thepresent invention comprising a plurality of first passenger seatassemblies 140 of the kind hereinbefore described with reference toFIGS. 3 to 16. In FIG. 17, an aircraft fuselage 510 encloses a passengeraccommodation cabin 520 at a position rearwardly of a nose portion 515of the fuselage 510. As in the case of the seating system of FIG. 1, theaccommodation cabin 520 of FIG. 17 is defined by two opposing interiorsurface portions 526, 528 of the fuselage 510, a floor surface or deck530 supported within the fuselage 510 on suitable supportinginfrastructure (not shown) and a ceiling (also not shown). Theinfrastructure includes a plurality of pairs of seat tracks 532, 534which are embedded in the floor surface 530. The cabin 520 of FIG. 17includes two outer pairs of seat tracks 532, each extending juxtaposed arespective one of the opposing surface portions 526, 528 of the fuselage510 and a single, central seat track pair 534. Each of the seat trackpairs 532, 534 extends substantially parallely to a longitudinalaircraft axis defined by the fuselage 510 and indicated in FIG. 17 bythe chain dot line A-A.

[0194] The seat assemblies 140 are attached to the seat tracks 532, 534to form a plurality of columns 529. Each column 529 is fixedly securedto a respective one of the seat track pairs 532, 534 and defines anotional, longitudinal column axis indicated by lines B-B in FIG. 17.Each seat assembly 140 defines a notional, longitudinal seat axis,indicated by lines C-C in FIG. 17, which subtends an angle of about 49°to the notional column axis B-B. The seat assemblies 140 attached to theouter seat track pairs 532 face forwardly and inwardly within the cabin520. The seat assemblies 140 attached to the central pair of seat tracks534 form two groups 537, 538. A forward group 537 of seat assemblies 140attached to the centre seat track pair 534 face forwardly and to oneside of the cabin 520, whilst a rear group 538 face forwardly and to theother side of the cabin 520.

[0195] As in FIG. 1, within each column 529, the seat assemblies of FIG.17 are arranged side-by-side in a longitudinal off-set relation to oneanother so as to define a generally triangular or trapezoidal space 536to the rear of each seat assembly 140, behind the back-rest component172 when the seat assembly 140 is in the seat configuration. Asdescribed above, each seat assembly 140 is self-contained, capable ofproviding an individual, extended flat bed having a length of at least80″ (2.02 metres) for a passenger, and the arrangement of seatassemblies 140 in accordance the seating system of FIG. 17 allows theseat assemblies 140 to be accommodated within the cabin 520 at a pitchof about 50 to 60″ (1.27-1.52 metres). Thus, a plurality of seatassemblies 140 in accordance with the present invention, each providingan individual bed of at least 80″ (2.032 metres) length, can beaccommodated within a typical business class cabin of a passengeraircraft.

[0196] The interior surface of an aircraft fuselage 510 is concave invertical cross-section, and thus within the cabin 520 of FIG. 17, eachof the opposing interior surface portions 526, 528 of the fuselage 510defines a lateral recess at each side of the cabin 520. Advantageously,this lateral recess is occupied by the first and secondpassenger-supporting auxiliary surfaces 147, 148 of each seat assembly140 attached to one of the outer seat track pairs 532. The first andsecond supporting surfaces 147, 148 form part of the extended flat bedsurface provided by each seat assembly 140 in the bed configuration and,whilst the lateral recess has insufficient head room to accommodate thefull height of the seat in an upright or reclined seating configuration,its use to accommodate part of the extended bed surface for which theheadroom requirement is less represents an efficient use of the spaceavailable within the cabin.

[0197] In accordance with the present invention, the upholstery used todress the seat-pan element 171 and cushioning 408 provided on theback-rest elements 374, 394 of each seat assembly 140 may be selectedsuch that when all or a majority of the seat assemblies 140 of theseating system of FIG. 17 are arranged in a seating configuration, thecabin has a first particular appearance and/or ambience which issuitable for dining and/or lounging. The bedding materials provided fordressing the cushions provided in the lower and upper rear recesses 386,406 on the back-rest component 172 may have patterns and/or colourwayswhich are particularly appropriate for a sleeping environment. Inparticular, the style of the bedding materials may be selected such thatwhen all or a majority of the seat assemblies 140 of the seating systemof FIG. 17 are in the bed configuration, the cabin 520 may have adifferent second appearance or ambience which is more “restful” than thefirst appearance and is more appropriate for a sleeping environment.

[0198] With reference to FIGS. 18 and 19 of the accompanying drawings, apassenger accommodation unit in accordance with another embodiment ofthe present invention comprises a shell assembly 610 that is assembledfrom two half-shells 610 a, 610 b. The accommodation unit is adapted tobe positioned in a passenger cabin of an aircraft in juxtaposition withat least one neighbouring seat 610′, and the two half-shells 610 a, 610b are similar to one another such that each forms a part of two adjacentseats. Each half-shell 610 a, 610 b is manufactured as a single piecefrom a suitable aircraft-grade, light-weight structural material.

[0199] The shell 610 of each accommodation unit comprises a curved,upright rear screen 612 and an opposing, upright, curved front screen614 which are interconnected by a generally linear side wall 616 to forman enclosed passenger space 618.

[0200] Said shell 610 comprises a bottom edge 611 which defines a planeand is provided with a plurality of suitable fixings (not shown) forattaching the accommodation unit to the seat tracks in the aircraftcabin. In some embodiments the unit may be adequately secured to theseat tracks using three such fixings.

[0201] Said shell 610 provides a suitable supporting structure for aseat 620 which comprises a seat-pan 622, a back-rest 624 and a backrestextension 626 (see FIGS. 20A-20C). In particular, the shell 610 of theaccommodation unit comprises an under-seat-pan 628 (see FIG. 19) that isdisposed adjacent to the rear screen 612 and has a generally flat,horizontal upper surface that serves to support the seat-pan 622. Saidseat-pan 622 is pivoted to the under-seat-pan 628 at its forward edge623, and the backrest, which normally rests in a generally uprightposition against the internal surface of the rear screen 612, is pivotedat its lower end 625 to the rear end of the seat-pan. Said backrestextension 626 is permanently fixed to the internal surface of the rearscreen 612 at a position above and substantially contiguous to the upperedge of the backrest 624 in its normal position as described above.

[0202] Said enclosed passenger space 618 further comprises a pedestal640 that is supported above the cabin floor on the shell 610 adjacentthe front screen 614. Optionally, said pedestal 640 may beheight-adjustable in any convenient manner known to those skilled in theart.

[0203] Behind the rear screen 612, the shell 610 of the seating unit isshaped to define a hollow foot-box 630 (see FIGS. 21A and 21B). In FIGS.18 and 19, the foot-box 630′ of the neighbouring seat is shown. Saidfoot-box 630 includes an internal, generally horizontal shelf which ispositioned at substantially the same vertical level as theunder-seat-pan 628, and an aperture 629 is formed in the rear screen 612of the shell 610 immediately behind the backrest 624 in its normalposition to allow access to the interior of the foot-box 630.

[0204] Said foot-box comprises a first side wall 632 which forms part ofthe interconnecting side wall 616 of the shell 610 of the neighbouringunit and is oriented substantially parallely to the notionallongitudinal axis of the unit. The foot-box 630 further comprises asecond opposing side wall 634 that subtends an acute angle with thenotional, longitudinal axis of the unit, such that the foot-box has agenerally triangular or trapezoid shape in plan view. In FIGS. 18-21 ofthe drawings, the foot-box of the accommodation unit has a generallytriangular shape, but the foot-box could be truncated with an end wallbetween the two side walls 632, 634 to form a trapezoidal shape.Alternatively, where the seat is intended to be positioned juxtaposed awall, the first side wall 632 may be omitted such that the first lateralside of the foot-box is open. The foot-box 630 terminates below theupper edge of the rear screen 612 with a generally flat top wall 636.Said top wall 636 is formed with a generally triangular, flat portion638 which serves as a drinks side-table for the neighbouring unit.

[0205] As shown in FIG. 19, the upper surfaces of the shelf within thefoot-box 630 and the under-seat-pan 628 are cushioned with thick paddingor support a mattress portion 652. Similarly, the underside of theseat-pan 622 and the rear side of the backrest 624 are cushioned.

[0206] In a “seat mode” the seat-pan 622 and backrest 624 are positionednormally as shown in FIGS. 18, 20A and 21A, such that a passenger maysit on the seat. However, when the passenger wishes to go to sleep, heor she may get up from the seat and manually pull the back-rest 624 awayfrom the rear screen 612. The back-rest 624 will pivot relative to theseat-pan 622, and continued pulling of the back-rest 624 will cause therear end of the seat-pan 622 to lift upwardly away from theunder-seat-pan and pivot about its front edge 623 as shown in FIG. 20B.The seat-pan 622 and back-rest 624 can be manipulated as shown in FIGS.20C and 21B to provide a substantially flat and continuous sleepingsurface in which the front side of the back-rest 624 is supported on anupper surface of the pedestal 640, the joints between the back-rest 624,seat-pan 622 and under-seat-pan 628 locking in the flat position asshown in FIG. 20C to form a “bed mode”. The passenger may then lie downon the flat surface with his or her head towards the front screen 614.By removing the back-rest 624 from the rear screen 612, the aperture 629through the shell 610 is exposed, allowing the passenger to extend hisor her lower legs through the aperture into the foot-box 630. In the bedmode, the cushioned upper surfaces of the shelf and under-seat-pan 628and the underside of the seat-pan 622 and rearside of the back-rest 624may be fitted with suitable bed linen such as sheets and blankets, and apillow for the passenger may be placed on the rear of the back-rest 624.The surfaces of the unit used in the bed mode may be upholstered anddressed differently from those used in the seat mode. When all of amajority of the units in the a cabin are in one or other of the modes, aparticular ambience can be created within the cabin.

[0207] By positioning the accommodation unit at an angle of about 40-50degrees, preferably about 45 degrees, to the direction of travel of theaircraft, a full bed length of up to 7 ft (2.13 metres) may be providedfor the passenger, and at the same time, a side-table 638 is alsoprovided of generous proportions, of the kind normally associated withfirst-class accommodation. As with the seat units 40 of FIGS. 1-2 andthe seat assembly of FIGS. 3-5, the accommodation unit of FIGS. 18-21 isconfigured to compensate for the bed mode, the accommodation unit inaccordance with the present invention provides a substantiallyhorizontal sleeping surface.

[0208] Another passenger accommodation unit in accordance with thepresent invention is illustrated in FIGS. 22-27. Many of the elements ofthe unit of FIGS. 22-27 are similar to corresponding elements of theunit of FIGS. 18-21 described above. Accordingly, for clarity, suchelements are referred to by the same reference numerals plus 100. Thus,by way of example, whilst the rear screen of the unit of FIGS. 18-21 isreferred to by numeral 612, the rear screen of the unit of FIGS. 22-27is referred to by numeral 712.

[0209] Thus, as shown in FIG. 22, the other passenger accommodation unitcomprises a shell 710 which is formed from two half shells 710 a and 710b. Said shell 710 comprises a rear screen 712 and a front screen 714that are interconnected by an interconnecting side wall 716. Behind therear screen 712, the shell comprises a hollow foot-box 730 havingopposing side walls 732 and a top wall 736 which includes asubstantially flat, horizontal portion 738 that serves as a drinksside-table for a neighbouring seat.

[0210] The shell 710 of FIGS. 22-27 is mounted on a plinth 760. Saidplinth 760 is manufactured from a suitable aircraft grade, light-weight,structural material, typically the same material as the shell 710, andhas a planar bottom wall 762 which is fitted with suitable fixings (notshown) for fixing the plinth substantially to the seat tracks.

[0211] Said plinth 760 is formed with a recess 764 which is defined byan upstanding side wall 763 having an inwardly directed, upper rim 765.Said recess 764 extends from the front screen 714 under the entire seatinto the foot-box 730 which is positioned at floor level. The recess 764accommodates a mattress or similar cushioning or padding suitable forforming a bed for a passenger. Said recess is shaped to compensate forthe slight incline of the aircraft in flight such that said mattress issubstantially horizontal. Juxtaposed the front screen 714, the shell 710carries a movable pedestal 740 which is movable on a substantiallyvertical axis between a lower deployed position as shown in FIGS. 22 and24A and a raised, stowed position as shown in FIG. 24B. Whilst variousmechanisms for achieving such movement of the pedestal will be apparentto those skilled in the art, an example of a suitable mechanism would beinter-engaging runners fitted on the inner surface of the front screen714 and on the pedestal 740. Suitable means are provided for locking thepedestal 740 in the upper and lower positions.

[0212] Said shell 710 defines a personal passenger space 718 whichaccommodates a seat 720 comprising a seat-pan 722 and a backrest 724.Said backrest 724 is permanently fixed to the inner surface of the rearscreen 712, whilst the seat-pan is pivoted at its rear edge 723 to theinner surface of the rear screen 712 for movement between a deployedposition as shown in FIGS. 22 and 24A and a stowed position as shown inFIGS. 23 and 24B. In the deployed position the front edge 725 of theseat-pan 722 is supported by inwardly directed protrusions 752 formed onthe shell 710 which constitutes supporting structure for the seatassembly 720.

[0213] Beneath the seat-pan 722, the rear screen 712 of the shell 710 isformed with an aperture 729 to allow access from the passenger space 718into the interior of the foot-box 730. Said mattress extends beneath theseat assembly 720 through the aperture 729 into the foot-box 730.

[0214] Intermediate the seat-pan 722 and pedestal 740, the recess 764 iscovered by a removable false floor panel 770 which is made from asuitable aviation standard, load-bearing material. Said false floorpanel 770 is preferably connected to said interconnecting side wall 716for movement between a deployed position as shown in FIG. 22 and astowed position in which the panel 770 extends substantially verticallyand lies contiguous the side wall 716. Securing means are provided forsecuring the panel in the stowed position.

[0215] Juxtaposed the seat-pan of a neighbouring unit, the first sidewall 732′ of the foot-box is formed with an external recess 733′ whichis provided with an upholstered shelf 735′ at the same level as theseat-pan 722 of the neighbouring unit to provide a lateral extension ofsaid seat-pan 722.

[0216] The accommodation unit 720 can thus be selectively manipulatedbetween a “seat mode” as shown in FIGS. 22 and 24A in which the seat-pan722 is deployed and a “bed mode” as shown in FIGS. 23 and 24B in whichthe seat-pan 722 is pivoted upwardly about its rear edge 723 to lie flatagainst the inner surface of the backrest 724 in the stowed position. Inthe bed mode, the removable false floor panel 770 can be moved to thestowed position, and the pedestal 740 raised from its lower position toits raised position thereby to expose the mattress within the recess 764of the pedestal 760. Raising the seat-pan 722 to its stowed positionfacilitates access to the foot-box 730 and provides a more spaciouspersonal space 718 within the shell 710 in the bed mode.

[0217] Thus, in the seat mode as shown in FIG. 24A, a passenger may siton the seat provided by the unit 720 and, if desired, may rest his orher feet on the pedestal 740 in its lower position. If the passengerdesires to go to bed, then he or she may stand up and lift the seat-pan722 to its stowed position as shown in FIG. 24B. The pedestal 740 may beraised to its elevated position and the false floor panel 770 may beremoved. The passenger may then lie down on the mattress within therecess 764 with his or her head towards the front panel 714 and his orher lower legs extending into the foot-box 730. By orienting the unit atan angle of about 40-50 degrees, for example about 45 degrees to thedirection of travel of the vehicle, an overall bed length of up to about7 ft (2.13 metres) may be provided. The front screen 714 serves toprotect the passengers' head whilst asleep, and the pedestal 760provides a step-up into the passenger's-personal space which manypassengers find attractive. The shell above the foot-box may be shapedto provide a lateral seat extension 735 for the seat-pan 722 of aneighbouring seat and a generously proportioned occasional side-table738 for use by the neighbouring seat.

[0218] In a variant of the other accommodation unit of FIGS. 22-24, theseat-pan 722, instead of pivoting about its rear edge 723 to lie flat,in its stowed position, against the front surface of the backrest 724may be arranged to slide relative to the shell 710 between a forwardposition as shown schematically in FIG. 26A and a retracted position asshown in FIGS. 25 and 26C. In the retracted position, the seat-pan 722,or at least a major proportion of the seat-pan 722 may be accommodatedwithin the foot-box 730 at a position vertically spaced above themattress. Various mechanisms suitable for achieving such slidingmovement of the seat-pan 722 will be self-evident for those skilled inthe art, for example linear bearings provided on the interior surfacesof the shell 710 adjacent to the seat-pan 722. Advantageously, thesliding mechanism may be provided with one or more detents (not shown)for selectively halting movement of the seat-pan 722 in at least oneintermediate position such as that shown in FIG. 26B. Thus, in the fullyextended position, as shown in FIG. 26A, the unit may be configuredergonomically for relaxing, whilst in the intermediate position as shownin FIG. 26B, the unit may be configured to provide a more uprightpassenger position which is suitable, for example, for dining orworking. In the fully retracted position, the seat-pan 722 issubstantially stowed to allow access to the foot-box 730 when the seatis in bed mode.

[0219] Another variant of the accommodation unit of FIGS. 22-24 is shownin FIG. 27 in which the removable false floor panel 770 is hinged to theinterconnecting side wall 716 for movement between a deployed positionin which it lies generally horizontally over the recess 764 to protectthe mattress and a stowed position as shown in FIG. 27 in which it liesflat in a substantially vertical orientation against the interconnectingside wall 716. The underside 772 of the false floor panel 770 may beupholstered with suitable cushioning, such that together with themattress 764, it provides a sofa-like arrangement; a passenger may sitsideways on the mattress 764 in the bed mode with his or herback-resting against the underside 772 of the panel 770.

[0220] Yet another seating system in accordance with the presentinvention is illustrated in FIG. 28. The particular system of FIG. 28 isdesigned specifically for use on the upper and lower decks of a Boeing747-400® aircraft, but the system may be adapted for use on anypassenger aircraft, particularly in a business class cabin. The seatingsystem of FIG. 28, on each of the upper and lower decks, comprises aplurality of passenger accommodation units 800 in accordance with thepresent invention, for example the accommodation units of FIGS. 18-21 orFIGS. 22-27. Each of said units 800 is positioned juxtaposed a cabinside wall 810 and is oriented at an angle of about 40-50 degrees,preferably about 45 degrees, to the longitudinal direction of thejuxtaposed side wall 810, with the rear of the unit towards the wall810, such that the seat faces generally inwardly of the cabin. Byorienting units 800 to face inwardly, the cabin is given a less crowdedappearance as compared with a cabin in which seats are alignedsubstantially fore-and-aft. Each unit has a generally triangular ortrapezoidal extension box or space 830 between the rear of the unit andthe juxtaposed cabin side wall 810. Generally, the walls of an aircraftcabin are concave on the interior, and accordingly the extension box orspace 830 of each unit 800 extends into the concave recess defined bythe wall to optimise the use of space in the cabin. Each unit 800comprises means adapted to provide a bed as described above whichextends into the extension box or space to maximise the available bedlength.

[0221] In some aircraft floor plans, there may also be sufficient spaceto dispose one or more units towards the centre of the cabin, as shownfor the lower deck of the Boeing 747-400® in FIG. 28. In thatembodiment, two central lines of units are provided in which each unitis oriented at an angle of about 45 degrees to the direction of travelof the aircraft. The central units 800 are arranged in pairs, with eachseat facing generally forwardly and outwardly of the cabin, such thatthe two units of each pair diverge from one another in the forwardsdirection and define a generally quadrilateral space behind the units infront of the pair of units behind. Said quadrilateral space 840accommodates an extension box or space associated with each unit 800 inorder to provide an extended bed length for each unit. Where each unit800 comprises a hollow foot-box of the kind described above withreference to FIGS. 18-21 and FIGS. 22-27, the top wall of each foot-boxmay be adapted to provide a convenient side-table or other furnituremeans for another unit.

[0222] With reference to FIGS. 29A to 29C, a second passenger seatassembly 900 for a passenger vehicle such, for example, as an aircraft,in accordance with the present invention comprises a fixed, supportingstructure, generally indicated by reference numeral 910 for supportingthe seat assembly of the floor F of the vehicle. Said supportingstructure 910 comprises means suitable for attaching the seat assemblyto the floor. For instance, where the seat assembly 900 is to beinstalled on aircraft, said supporting structure 910 typically comprisesone or more fixings for attaching the seat assembly to seat tracks ofthe kind commonly found in the floor of an aircraft cabin. As with theseat units 40 of FIGS. 1-2 or the first seat assembly of FIGS. 3-5, thesupporting structure of the second seat assembly 900 may comprise aplinth or pallette (not shown) for attachment to said seat tracks. Saidsupporting-structure 910 further comprises two elevated,passenger-supporting members 912, 914, each of which has a generallyflat, substantially horizontal upper surface (subject to compensationfor the slight incline of the aircraft in flight). Said passengersupporting members 912, 914 are spaced apart to define a cavity 916within the supporting structure.

[0223] Said supporting structure 910 can be made of any suitable,aircraft grade structural materials known to those skilled in the art.Said supporting structure may be generally skeletal or may comprise oneor more solid walls. Typically, said supporting structure is made from alight-weight composite material, but the aforementioned fixings forsecuring the supporting structure to seat tracks in an aircraft or otherfloor may comprise one or more reinforcing beams or plinths of lightsteel or aluminium.

[0224] Said cavity 916 accommodates a passenger seat, generallyindicated by reference numeral 920. Said passenger seat 920 is generallysupported by the supporting structure 910 and comprises a back-restelement 922 and a seat-pan element 924. Said back-rest and seat-panelements 922 and 924 are connected to the supporting structure 910 by aseat movement mechanism, generally indicated by reference numeral 930.

[0225] Said seat movement mechanism 930 comprises two similar,irregularly shaped, polygonal plates 932 that are mounted to either sideof the seat 920. It will be appreciated that as FIGS. 29A to 29C areside elevations, only one of said plates 932 can be seen.

[0226] Each polygonal plate 932 is formed with a generally linear,elongate slot 934 juxtaposed one edge 935 of the plate. Juxtaposed anopposing edge 936, said plate 932 carries two spaced, inwardly directedlugs 937. A straight line between lugs 937 subtends an acute angle withsaid linear slot 934. Juxtaposed a further edge 939 of said plate 932,which further edge extends generally transversely between said one andopposing edges 935, 936, said plate 932 is connected to one end of a twopart linkage device 940. Said linkage device 940 comprises a firstmember 941 that is pivotally connected to said plate 932 and a secondmember 942 that is pivotally connected at one end to first member 941 toform a “knee” joint 943 and is connected at another end to a fixed pivotpoint 944 on said supporting structure 910.

[0227] Said seat movement mechanism comprises means for linking theseat-pan to the back-rest such that the lower end of the back-restremains contiguous to the rear end of the seat-pan, whilst allowing saidseat-pan and back-rest to pivot relative to each other.

[0228] Said linear slot 934 has upper and lower extremities 954, 955 andaccommodates slidingly a lug member 951 that protrudes from therespective side of the seat-pan 924. Juxtaposed its forward end 925,said seat-pan 924 is pivotally connected to each side, at pivot point952, to one end of a linear strut 961. Said linear strut 961 ispivotally connected at its other end 962 to a carriage member (notshown) that is connected to the supporting structure 910 beneath theseat-pan 924. Said carriage member is movably mounted to the supportingstructure 910 such that the carriage member can move between an upperposition corresponding to FIGS. 29A to 29C and lower positioncorresponding to FIGS. 30A and 30B. Suitable biasing means such, forexample, as springs, gas struts or the like, are provided for biasingthe carriage member into the upper position. Selectively releasablemechanical locking means are also usually provided for locking thecarriage means member in its upper position.

[0229] Said linear strut 961 is rockably mounted to the carriage membersuch that it can rock between a generally upright position as shown inFIG. 29A and a forwardly reclined position as shown in FIG. 29C.

[0230] Said spaced lugs 937 on the polygonal plate 932 engage in acurvilinear track 971 that is fixedly secured to the respective side ofthe backrest 922. As can be seen from FIGS. 29A to 29C and 30A to 30B,said curvilinear track 971 is conveniently formed in an elongate platemember 972 that is attached to the side of the back-rest. Saidcurvilinear track 971 has upper and lower extremities 973, 974respectively.

[0231] With reference to FIG. 29A, when said seat 920 is disposed in anupright or “dining” position, the two-part linkage device 940 is anextended configuration such that the first and second members 941, 942are generally co-linear with one another, and both of said first andsecond members 941, 942 extend generally upwardly and forwardly fromsaid pivot point 944. Said plate 932 extends rearwardly of its point ofattachment to the first link member 941 and is oriented such that saidlinear slot 934 extends upwardly and rearwardly. The back-rest portion922 is in an upright position, and the spaced lugs 937 are disposed atthe lower extremity of the curvilinear track 971. The seat-pan isoriented substantially horizontally, (in flight) and the lug 951 isdisposed at the upper extremity 954 of the linear slot 934. The carriagemember (not shown) is disposed in its upper position as described above,and the rockable linear strut 961 is oriented generally vertically. Theseat-pan 924 is thus positioned rearwardly within the cavity 916 betweenthe two passenger supporting members 912, 914.

[0232] Said seat-pan 924 has an upper surface 926 that is suitablyupholstered for use as a seating component. Similarly, said back-restelement 922 has a front surface 923 that is suitably upholstered as aseating component. Preferably, the forward surface 923 of the back-restelement is dressed to match the upper surface 926 of the seat-panelement 924. One of said passenger supporting members 914 is positionedforwardly of the seat 920 and serves as a fixed leg-rest portion 928.Said leg-rest portion 928 has an upper surface 929.

[0233] Said linear strut 961 is operably connected to a selectivelyoperable locking motor drive (not shown) which is capable of driving thestrut 961 to rock about its upper end 962, as described above, betweenthe upright position of FIG. 29A and the forwardly inclined position ofFIG. 29C. Suitable user controls (not shown) are provided in the seatassembly to enable a passenger using the seat to operate said lockingdrive.

[0234] Said back-rest portion 922 has a rear surface 921 that isgenerally planar. Said rear surface 921 is spaced from the passengersupporting member 912 by a small gap 913 when the seat is upright asshown in FIG. 29A. Said rear surface 921 carries a mattress portion (notshown) for use as part of a bed, which mattress portion is attached tothe rear surface 921 of the backrest portion 922 such that when theback-rest is upright, the mattress portion does not detach. Saidpassenger supporting member 912 also has an upper surface 911 whichcarries a mattress portion. A movable infill passenger supporting member915 is pivotally connected to a forward, transverse edge 917 of saidpassenger supporting member 912. Said infill member 915 is generallyrectilinear and has an upper surface 918 which has a generally flatupper surface 918 which carries a mattress portion (not shown). Saidinfill member 915 is slidably connected to the rear surface 921 of theback-rest element 922. As seen in FIG. 29A, in the upright position, theinfill member 915 extends generally upright between the fixed passengersupporting member 912 and the back-rest element 922 of the seat 920 insaid gap 913.

[0235] In addition to the locking drive motor for driving the linearstrut 961, a further selectively operable motorised drive is providedfor rocking the second link member 942 of said two-part linkage device940 rearwardly about the fixed pivot point 944. Said second link member942 comprises a rearwardly extending knuckle portion 945 (see FIG. 30A)for connection to said other drive motor (not shown).

[0236] Said user controls may also be adapted to operate said mechanicallocking means to release the seat-pan from its upper positionsimultaneously with operation of said second drive.

[0237] When the seat is upright as shown in FIG. 29A, the seat may bereclined by operating the locking drive motor to rock the linear strut961 forwardly about its other end 962, whilst the carriage member (notshown) supporting the linear strut 961 is retained in its upperposition. By rocking the linear strut 961 forwardly, the seat-panelement 924 of the seat is pulled forwardly within the cavity 916, andthe lug 951 slides along said slot 934 from said upper extremity 954towards said lower extremity 955. Forward movement of the seat-pan alsocauses the lower end of the back-rest 922 to move forwardly. Theback-rest portion is constrained to move along a predetermined path bythe engagement of the lugs 937 within the curvilinear track 971. Thetrack 971 is shaped to cause the back-rest 922 to recline rearwardlyprogressively as the seat-pan moves forward.

[0238] As the seat is reclined, the lugs 937 move along said curvilineartrack 971 through an intermediate position as shown in FIG. 29B and twoof the lugs 937 abut the upper extremity 973 of the curvilinear track971, at which point no further movement of the seat is possible, and theseat is in a reclined or “lounge” position as shown in FIG. 29C. It willbe appreciated that the locking action of the locking drive motor allowsthe seat to be stopped and locked at any desired intermediate positionbetween the two extreme positions represented by FIGS. 29A and 29C.

[0239] When a passenger using the second seat assembly 900 in accordancewith the present invention wishes to go to sleep, the seat assembly canbe converted into a bed. The passenger operates the user controls torelease the seat-pan from its upper position and to cause the secondmotorised actuator to rock the second link member 942 of the linkagedevice 940 rearwardly about said pivot point 944 as shown in FIG. 30A.As the second link member 942 is rocked rearwardly, the knee jointbetween the first and second link members 941, 942 is broken allowingthe first link member 941 to rock forwardly and downwardly about theknee joint 943 which, in turn, causes the polygonal plates 932 to rockforwardly and downwardly, thereby causing the back-rest element of theseat 920 to move forwardly within the cavity 916 and to pivot forwardlyfrom its upright position. As the back-rest element 922 pivotsforwardly, it pushes downwardly on the seat-pan portion 924 which isthus caused to move downwardly on said carriage member (not shown)against the action of the biasing means. Continued rearward movement ofthe second linkage member 942 causes the polygonal plates 932 andback-rest element 922 to move downwardly towards the floor F of thevehicle until, as shown in FIG. 30B, the rear surface 921 of theback-rest element 922 is disposed substantially horizontally (in flight)and co-planarly with the passenger supporting members 912, 914. Thelinkage member 940, polygonal plate 932, curvilinear tracks 971 and lugs937 are arranged such that in the bed configuration as shown in FIG.30B, the upper end of the back-rest element 922 abuts the rear edge ofthe forward passenger supporting member 914 to form a continuous surfacetherewith. Suitable, releasable locking means are provided for lockingthe back-rest 922 in the end position.

[0240] Furthermore, as seen most clearly in FIG. 30A, as the back-restelement 922 rocks forwardly and moves translationally forwards withinthe cavity 916, the infill and member 915 slides along the rear surface921 of the back-rest element and is caused or allowed to pivot forwardlyuntil, as shown in FIG. 30B, when the back-rest element is disposedsubstantially horizontally, the infill member 915 forms a bridge betweenthe passenger supporting member 912 and the rear surface 921 of theback-rest element 922, such that the upper surfaces 911, 918, 921 of thepassenger supporting member 912, infill member 915 and back-rest element922 are substantially co-planar and form a continuous surface. It willbe appreciated that the mattress portions carried by the passengersupporting member 912, infill member 915 and rear surface 921 of saidback-rest 922 form an elongate mattress for the passenger to sleep on.Furthermore, the upper surface 929 of the passenger supporting member914 forwardly of the seat 920 may also carry a mattress portion whichfurther extends the bed formed by the seat in the bed configuration ofFIG. 30B. The seat assembly in accordance with the present inventionallows a continuous bed surface to be formed having a length of at least78-80 inches (1.98-2.032 metres). In some cases, the bed formed by theupper surfaces 911, 918, 921, 929 of the passenger supporting members912, 914, infill member 915 and rear surface 921 of the back-restelement 922 may have a length in excess of 85 inches (2.16 metres).

[0241] In order to return the seat assembly 900 to a seat configuration,the second motor drive is actuated to rock the second link member 942 ofthe two part linkage device 940 forwardly about said fixed pivot point944, thereby causing the first link member 941 to rock rearwardly which,in turn, causes the polygonal plates 932 to rock rearwardly and moveupwardly, restoring the back-rest element 922 progressively to itsupright position. As the back-rest element 922 returns to the uprightposition, the seat-pan element 924 is allowed to return to its upperposition on the carriage member (not shown) under the influence of saidbiasing means (also not shown). When the seat-pan is returned to itsupper seat position, the mechanical locking means are automaticallyre-engaged to retain the seat in its upper position.

[0242] As will be appreciated from inspection of FIGS. 29A to 29C, theupper surface 911 of said passenger supporting member 912 and uppersurface 918 of said infill member 915, when the seat assembly isconfigured in a seat configuration, form a convenient recess 980 to therear of the seat 920. Said recess 980 is at least partially concealedfrom view by the back-rest portion 922 of the seat 920. Thus, saidrecess 980 may be used for a storage, for example of bedding materialssuch as pillows, duvets, and the like. When the seat assembly is movedto the bed configuration of FIG. 30B, the bedding materials can beeasily accessed by a passenger and deployed upon the bed surface that isformed by the components of the seat assembly as described above.

[0243] A further advantage of the passenger seat assembly 900 ashereinbefore described is that the front surface 923 of said back-restelement 922 and upper surface 926 of the seat-pan element 924 can beupholstered and covered specifically for use as seating components.Thus, for example, the back-rest element and seat-pan element 922, 924may carry foam padding layers that are sculpted particularly for use asseating members. The texture, patterns and/or colourways of theupholstery and dressing materials used for covering the front surface923 of the back-rest element and upper surface 926 of the seat-panelement may be selected specifically for use as seating materials.Conversely, the mattress portions carried by the passenger supportingmember 912, infill member 915 and rear surface 921 of back-rest element922 may be specifically adapted for use as bedding materials. Thus,interior sprung mattress portions or foam padding layers may be usedwhich are specifically shaped for maximum passenger comfort when theseat is used as a bed. In particular, the materials and fabrics used todress the mattress portions may have textures, colours, etc. that areparticularly suitable for use as bedding materials. The beddingmaterials used to dress the mattress portions and the materials used todress the seating portions of the seat assembly may have quite differentappearances from one another. However, as will be appreciated, when theseat is configured for use as a seat, the bedding materials are largelyconcealed by the back-rest element 922, leaving visible only those partsof the seat that are used actually form part of the seat. Similarly,when the seat is reconfigured for use as a bed, the front surface of theback-rest element and upper surface of the seat-pan element aresubstantially concealed from view, leaving visible only the beddingmaterials comprising the mattress portions on the passenger supportingcomponent 912, infill member 915 and rear surface 921 of the back-restelement 922.

[0244] Where a plurality of passenger seat assemblies in accordance withthe present invention are installed in a vehicle cabin, for example, onan aircraft, they can be used to give the aircraft cabin two differentvisual appearances or ambiances according to whether a majority of theseat assemblies are disposed in a bed configuration or a seatconfiguration. Thus, during a daytime flight, or during a daytimeportion of a long haul flight, a majority of passenger seat assembliesmay be arranged in a seat configuration as per one of FIGS. 29A to 29C.The bedding materials will be substantially concealed, leaving visibleonly the seating surfaces of the assemblies. The seat assemblies may, ofcourse, be dressed in any desired design, but, for-example, seatassemblies may be upholstered and dressed to give the cabin theappearance of a private members club environment. For instance, theupper surface 926 of the seat-pan element 924 and front surface 923 ofthe back-rest element 922 may be upholstered in leather. During anight-time flight or during the night-time portion of a long haulflight, a majority, or all, of the seat assemblies may be configured ina bed configuration as per FIG. 30B, in which case, the seating portionsof the assemblies will be substantially concealed, leaving visible onlythe bedding materials carried by the upper surfaces 911, 918, 921, 929of the passenger supporting members 912, 914, infill member 915 andback-rest element 922. The materials used to dress the mattress portionsmay have a significantly “softer” appearance than the materials used todress the reverse seating side of the back-rest element 922, in order togive the passenger cabin an attractive, restful ambiance that isappropriate for sleeping.

[0245]FIGS. 31 and 32 show respectively two different seating systems,each comprising a plurality of seat assemblies of the kind hereinbeforedescribed with reference to FIGS. 29-30. In FIG. 31, an aircraft cabinis defined inter alia by two opposing curvilinear walls 1001, 1002. Asis well known to those skilled in the art, each of said walls 1001, 1002is generally concave on its internal surface. Juxtaposed each of saidwalls 1001, 1002 is provided a column 1029 of passenger seat assemblies900 in accordance with the present invention. Each seat assembly 900defines a notional longitudinal axis indicated by reference numeral 1012in respect of a representative one of the seat assemblies 900. The seatassemblies 900 are oriented at an acute angle with respect to theadjacent cabin wall 1001, 1002. FIG. 31 also shows, in juxtapositionwith wall 1001, a notional “forwards” axis 1014. It will be appreciatedthat towards the front of the aircraft, the “forwards” axis 1014 maynot, in fact, be oriented precisely forwards with respect to thedirection of travel of the aircraft, but is oriented substantiallyparallely to the fore-aft direction of the adjacent side wall 1001,ignoring the slight curvature of that side wall 1001. Each of saidpassenger seat assemblies 900 is oriented to define an angle a of about40° between the notional, longitudinal axis 1012 of the seat assemblyand the notional “forwards” axis 1014 of the aircraft cabin. Each seatassembly is positioned such that the passenger supporting member 912 isdisposed adjacent the juxtaposed cabin wall 1001, 1002, such that thepassenger supporting member 912 extends into the recess defined by theconcave nature of said side wall 1001, 1002. The seat 920 is positionedfacing forwardly and inwardly with respect of the cabin, and a lowprivacy screen 927 is formed around the forward end of the passengersupporting member 914, so as to define a personal passenger space aroundeach seat assembly. By positioning each seat assembly such that thepassenger supporting member 912 extends into the recess defined by theconcave side wall 1001, 1002, maximum use is made of the space availablein the aircraft cabin. As will be appreciated, the passenger supportingmember 912 is only used by a passenger when the seat is arranged in abed configuration, and thus, full-height head room is not required abovepassenger supporting member 912.

[0246] Suitable privacy screens may be provided between adjacent seats,and as shown in FIG. 31, a space 1015 adjacent each seat assembly andbehind the passenger supporting member 912 of the neighbouring seatassembly may be used to provide a seat-height surface for use as acocktail table or the like.

[0247] Where cabin space permits, one or more central columns 1030 ofseat assemblies 900 may be installed in addition to columns of seatassemblies 900 juxtaposed the cabin walls 1001, 1002. FIG. 31 shows acabin installation in which two central columns of seat assemblies 1030are installed. Within each central column 1030, the seat assemblies 900are arranged, as described above, at an acute angle to the fore-aft axisof the aircraft cabin. The seat assemblies 900 are also arranged in rowsof two and, within each row, the seat assemblies are arrangedback-to-back so that the passenger supporting members 912 of adjacentseats within the same row are disposed contiguously to one another and,when the seats are in a seating configuration, are substantiallyconcealed from view by the juxtaposed back-rest elements of the seat920.

[0248]FIG. 32 shows a seating system suitable for a different aircraftcomprising three columns 1129, 1130 of seat assemblies 900, comprisingtwo columns 1129 that are disposed respectively juxtaposed the twolongitudinal walls 1101, 1102 of the cabin and a single, central column.As with the installation shown in FIG. 31, the seat assemblies 900 ineach column 1129, juxtaposed one of the cabin walls 1101, 1102 areoriented such that the seats face forwards and inwards with respect tothe cabin. The seat assemblies within the central column 1130 are alsoarranged to face forwards and to one side. Each seat assembly defines anacute angle β of about 49° between the notional longitudinal axis 1112of the seat assembly 900 and the fore-aft axis 1114 of the cabin.

[0249]FIGS. 33A to 33C show a third passenger seat assembly according tothe present invention. For components of the third seat assembly ofFIGS. 33A to 33C that are similar to corresponding components of theassembly of FIGS. 29A to 29C and FIGS. 30A and 30B, correspondingreference numerals are used, but with the prefix “12” instead of “9”.Thus, the supporting structure 1210 of the third seat assembly of FIGS.33A to 33C corresponds to supporting structure 910 of the second seatassembly of FIGS. 29A to 29C.

[0250] The third seat assembly according to FIGS. 33A to 33C comprises asupporting structure generally indicated by reference numeral 1210, forsupporting the assembly off the floor F of a vehicle floor such, forexample, as the floor of an aircraft cabin. Similar to the second seatassembly of FIGS. 29 and 30 described above, the third seat assembly ofFIGS. 33A to 33C comprises two elevated, auxiliary passenger-supportingelements 1212, 1214 that are spaced apart and oppose one another to forma cavity 1216 within the supporting structure. Said cavity 1216accommodates a seat generally indicated by reference numeral 1220, whichseat comprises a back-rest element 1222 and a seat-pan element 1224.Said seat-pan element 1224 has a forward end 1225 and a rear end 1223and is pivoted at its rear end 1223 to a lower end 1226 of the back-restelement 1222. Said seat-pan element 1224 is movably connected to thesupporting structure 1210 by a seat movement mechanism (not shown) whichallows the seat-pan element 1224 to move substantially vertically withinthe cavity 1216 between an upper position as shown in FIG. 33A and alower position as shown in FIG. 33C. Suitable biasing means are provided(not shown) for biasing the seat-pan element 1224 into the upperposition and selectively operable locking means are provided for lockingthe seat-pan 1224 in the upper position.

[0251] Said back-rest element 1222 is pivoted to said supportingstructure 1210 at a fixed pivot point 1230. Said back-rest element 1222has a rear surface 1221 which comprises an extension portion 1231 at thelower end 1226 of the back-rest element 1222, which extension portion1231 extends downwardly beyond the fixed pivot point 1230 when theback-rest element 1222 is in an upright position.

[0252] The upper surface of the seat-pan element 1224 and front surfaceof the back-rest element 1222 are upholstered and covered with materialsthat are specifically designed for use as seating materials. Thepassenger-supporting element 1214 is spaced forwardly of the seat 1220and can be used as a foot-rest element 1228 when the seat 1220 is in anupright position as shown in FIG. 33A. The passenger-supporting element1212 is disposed behind the back-rest element 1222 and separatedtherefrom by a small gap 1213.

[0253] Said rear surface 1221 of the back-rest element 1222 is generallyflat and carries a first mattress portion (not shown) which is designedand dressed specifically for use as a bedding component. Saidpassenger-supporting element 1212 has an upper surface 1211 which alsocarries a mattress portion. The back-rest 1222 and passenger-supportingelement 1212 define a recess 1280 behind the back-rest 1222 which can beused for storage of bedding materials such as pillows, duvets, rugs,blankets and the like. An advantage of the third passenger seat assemblyaccording to the present invention is that when the back-rest is in theupright position as shown in FIG. 33A, the recess 1280 is concealed fromview, thus tidily hiding any bedding materials stored in the recess.

[0254] Said back-rest element 1222 is pivotable from an upright positionin FIG. 33A about said fixed pivot point 1230 to a bed position as shownin FIG. 33C. Said back-rest element 1222 and said pivot point 1230 aredesigned, with the passenger-supporting elements 1212, 1214, such that,in the bed position, the rear surface 1221 of the back-rest element 1222is disposed contiguously to both of said passenger-supporting elements1212, 1214 to form a generally flat, substantially continuous surfacetherewith. In the bed configuration of FIG. 33C, the second mattressportion carried by the upper surface 1211 of the passenger-supportingelement 1212 and the first mattress portion carried by the rear surface1221 of the back-rest element 1222 abut or nearly abut one another toform an elongated bed on which a passenger using the seat may sleep. Theupper surface 1229 of the passenger-supporting element 1214 also formsan extension surface to be bed. As with the first and second seatassemblies described above, in accordance with the third seatingassembly, it is possible to form a bed having a total “point-to-point”length of at least 78-80″ (1.98-2.032 cm) and, in some cases, at least85″ (2.16 cm).

[0255] Movement of the back-rest element 1222 between the upright andbed positions of FIGS. 33A and 33C may be motorised (not shown) andsuitable user-operable controls (also not shown) may be providedadjacent the seat 1220 to enable a passenger to control operation of theseat. When the seat is in the upright position as shown in FIG. 33A, thelocking mechanism may be removed thereby releasing the seat-pan from itsupper position, and operation of the motor drive causes the back-restelement 1222 to rock forwardly about said fixed pivot point 1230. As theback-rest element 1222 rocks forwardly, it abuts on the seat-pan element1224, pushing the seat-pan element 1224 downwardly in the cavity 1216,against the action of the aforementioned biasing means.

[0256] In the bed position as shown in FIG. 33C, the seat-pan element1224 is completely concealed by back-rest element 1222. Thus, as withthe first and second seat assemblies described above, the front surfaceof the back-rest element 1222 and upper surface of the seat-pan element1224 may be covered with materials to give a completely different visualappearance and cabin ambience from those materials used to dress thebedding parts carried by the rear surface 1221 of the back-rest element1222 and upper surface 1211 of the passenger-supporting element 1212.When the back-rest element 1222 is upright, the seating surfaces of theback-rest element 1222 and seat-pan element 1224 are visible, whilst thebedding surfaces of the rear surface 1221 of the back-rest element 1222and upper surface 1211 of the passenger-supporting element 1212 areconcealed. On the other hand, when the seat is in the bed configurationof FIG. 33C, the seat surfaces of the back-rest element 1222 andseat-pan element 1224 are concealed, whilst the bedding surfaces 1221and 1211 are visible.

[0257] In accordance with a particular aspect of the second and thirdseat assemblies of the first described above, therefore, the back-restelement 922; 1222 has a first seating surface 923; which forms part of aseat with the upper surface 926; of the seat-pan 924; 1224 and anopposite bed surface 921; 1221 which is adapted to form part of the bedwith one or more other auxiliary passenger-supporting elements 912, 914;1212, 1214.

[0258] The passenger seat assembly in accordance with the presentinvention is thus particularly advantageous because it allows a long bedto be provided for a passenger in an aircraft cabin or other vehiclewhich capable of accommodating comfortably even very tall passengershaving a height greater than 78-80″ (1.98-2.032 cm) at a minimal seatpitch. By positioning a seat assembly, in accordance with the presentinvention, juxtaposed a concave cabin wall, with the rear passengersupporting element 912; 1212 disposed adjacent said cabin wall, it ispossible to use efficiently the available space within the cabin. In aseat configuration, the back-rest element 922; 1222 forms a recess 980;1280 with the rear passenger-supporting element 912; 1212 which can usedto conceal tidily bedding materials such as rugs, blankets, pillows,etc. The seat and bedding surfaces of the back-rest element 922; 1222can be given respectively different visual appearances such that in acabin installation comprising a plurality of seat assemblies accordingto the present invention, a first cabin ambience can be obtained whenall or a majority of the seat assemblies are disposed in the seatconfiguration, and a second, different, ambience can be obtained whenall or a majority of the seats are disposed in the bed configuration.Furthermore, the seat and bedding surfaces can be respectively adaptedspecifically for use for their given purposes. Thus, for example, theseating surface of the back-rest element 922; 1222 may be provided withfoam padding or the like which is sculpted particularly for use as aseating component, whilst the bedding surface of the back-rest portioncan be equipped with a mattress portion or other comfortable, resilientlayer that is shaped specifically for use as a bed component. Anotheradvantage of the seat assembly in accordance with the present inventionis that, in the bed configuration, the seat-pan element 924; 1224 iscompletely or substantially concealed by the back-rest element 922;1222, such that the appearance of the materials used to cover theseat-pan element does not spoil the appearance and ambience afforded bythe bedding materials. Preferably, the seat assembly in accordance withthe present invention comprises a leg-rest portion 928; 1228 spacedforwardly of the seat 920; 1220 and, in the bed configuration, theleg-rest element forms part of an extended bed surface.

What is claimed is: 1 A passenger accommodation unit for a vehicle,particularly an aircraft, which is adapted to provide self-contained,individual seating and sleeping accommodation for a passenger, said seatassembly comprising: supporting structure for supporting said unit offthe floor of a vehicle; one or more movable passenger-bearing,structural components; and means for connecting said movable, structuralcomponents to said structure such that said components can beselectively moved between a seat configuration, in which a plurality ofpassenger-bearing surfaces on said one or more structural, movablecomponents or said supporting structure form a seat for the passenger,and a bed configuration, in which a plurality of said bearing surfacesare disposed substantially coplanarly and substantially contiguously toform a bed for the passenger; wherein at least one of said movablecomponents is double-sided, comprising first and second opposite sides,one of said sides having a first seat surface that forms part of theseat in said seat configuration, and the other side having a second bedsurface that forms part of said bed in said bed configuration, said atleast one double-sided movable component being a back-rest componentthat is connected to said supporting structure such that it can beselectively pivoted between a first generally upright position, in whichsaid first surface is arranged to form part of said seat, and a secondprone position in which said second surface is arranged to form part ofsaid bed, and wherein one or more of said passenger-bearing surfacescomprise a bed extension surface, which bed extension surface ispositioned or deployable to be positioned rearwardly of the seat to formpart of said bed in said bed configuration. 2 A passenger accommodationunit as claimed in claim 1, wherein said one or more of saidpassenger-bearing surfaces comprise a rear extension surface behind saidback-rest component, and wherein said back-rest component is connectedto the structure such that in said prone position said second bedsurface and said rear extension surface are substantially coplanar. 3 Apassenger accommodation unit as claimed in claim 2, wherein saidback-rest component is spaced forwardly of said rear extension surfacein said prone position and a movable infill component is provided thatis connected to said structure such that it is movable between a stowedposition and a deployed position, which infill component comprises apassenger-bearing infill surface that extends between said back-restcomponent and said rear extension surface when said infill component isdeployed, such that said rear extension surface, infill surface andsecond surface form a substantially continuous surface, and whereinmeans are provided for moving the infill component from said stowedposition to said deployed position when the back-rest component is movedfrom the upright position to the prone position. 4 A passengeraccommodation unit as claimed in claim 1, wherein said second bedsurface of said back-rest component is generally horizontal in saidsecond prone position. 5 A passenger accommodation unit as claimed inclaim 1, wherein one or more of said passenger-bearing surfaces comprisea seat-pan, and wherein said back-rest component is connected to thestructure such that, in the second prone position, the back-restcomponent overlays the seat-pan. 6 A passenger accommodation unit asclaimed in claim 5, wherein said seat-pan comprises one or more of saidmovable components which are connected to said structure for movement ina direction having a vertical component between an upper deployedposition and a lower stowed position, and wherein seat-pan moving meansare provided for moving the seat-pan from the upper deployed position tothe lower stowed position when the back-rest component is moved from theupright position to the prone position. 7 A passenger accommodation unitas claimed in claim 1, wherein one or more of said passenger-bearingsurfaces comprise a bed extension surface, which bed extension surfaceis positioned or deployable to be positioned forwardly of the seat insaid seat configuration. 8 A passenger accommodation unit as claimed inclaim 7, wherein said bed extension surface is positioned or isdeployable to be positioned forwardly of the seat-pan component suchthat, in the seat configuration, said bed extension surface may serve asa foot-rest. 9 A passenger accommodation unit as claimed in claim 1,wherein said back-rest component is connected to the structure such thatin said prone position said second bed surface and said bed extensionsurface form a substantially continuous surface. 10 A passengeraccommodation unit as claimed in claim 1, wherein said back-restcomponent is connected to the structure for selective movement betweenan upright position and a fully reclined position in which the back-restcomponent is pivoted rearwardly relative to the upright position. 11 Apassenger accommodation unit as claimed in claim 10, wherein one or moreof said movable components comprise a seat pan which is connected to thesupporting structure such that it can be pivoted relative to theback-rest component between a first position and a second position, andwherein means are provided for pivoting the seat pan progressively fromthe first position to the second position as the back-rest component ispivoted rearwardly from the upright position to the fully reclinedposition. 12 A passenger accommodation unit as claimed in claim 1,wherein said one side of the double-sided movable component carrieslayer of foam padding having a contoured surface that is shaped for useas a seat component and said other side carries a layer of foam paddinghaving a substantially flat surface for use as part of a bed. 13 Apassenger seat assembly for a passenger vehicle, particularly anaircraft, which assembly is adapted to provide seating and sleepingaccommodation for a passenger, said unit comprising: supportingstructure adapted for supporting the assembly off the floor of thevehicle; a plurality of seat elements including a seat-pan element and aback-rest element, said back-rest element comprising first and secondopposite sides, one of said sides having a first seat surface and theother side having a substantially flat second bed surface; a seatmovement mechanism adapted for connecting the seat elements to thesupporting structure, said seat movement mechanism including a seatconversion sub-mechanism adapted to allow and control movement of theseat elements such that the seat elements can be selectively movedbetween a seat configuration and a bed configuration; and one or moreauxiliary accommodation elements connected to or forming part of saidsupporting structure and being positioned or being deployable to bepositioned juxtaposed said seat, the or each auxiliary accommodationelement having an auxiliary, substantially flat, passenger-bearingsurface; said seat conversion sub-mechanism being adapted forcontrolling movement of the back-rest element such that said back-restelement is pivotable from a first upright position in the seatconfiguration, in which said first seat surface of the back-rest elementcooperates with said seat-pan element to form a seat for the passenger,to a second prone position in the bed configuration, in which the secondbed surface of the back-rest element cooperates with one or more of saidauxiliary passenger-bearing surfaces to form a substantially coplanar,continuous extended bed surface for the passenger, one or more of saidauxiliary accommodation elements forming the extended bed surface beingpositioned or being deployable to be positioned rearwardly of the seat.14 A passenger seat assembly as claimed in claim 13, wherein said seatmovement mechanism is adapted to control movement of said seat-panelement and said back-rest element in relation to each other. 15 Apassenger seat assembly as claimed in claim 13, wherein said seatconversion sub-mechanism is adapted to control movement of saidback-rest element such that as the back-rest element is moved from thefirst position to the second position said back-rest element pivotsforwardly over the seat-pan element, and said back-rest element in thesecond prone position is superposed over the seat-pan element. 16 Apassenger seat assembly as claimed in claim 15, wherein said seatconversion sub-mechanism is adapted to control movement of the seat-panelement such that as the back-rest element is moved from the firstupright position to the second prone position said seat-pan element iscaused to move downwardly relative to the supporting structure. 17 Apassenger seat assembly as claimed in claim 13, wherein said seatmovement mechanism further comprises a seat reclining sub-mechanismwhich is adapted to allow said seat to be selectively reclined from anupright position to a fully reclined position, said seat recliningmechanism being adapted to control movement of the back-rest elementsuch that as the seat is reclined from the upright position to the fullyreclined position, said back-rest element is rocked rearwardly from thefirst upright position to a third fully reclined position. 18 Apassenger seat assembly as claimed in claim 17, wherein said seatreclining sub-mechanism is adapted to control movement of said seat-panelement such that as the back-rest element is rocked rearwardly from thefirst upright position to the third fully reclined position saidseat-pan element is caused to tilt rearwardly. 19 A passenger seatassembly as claimed in claims 13, wherein one or more of said auxiliaryelements are positioned or deployable to be positioned forwardly of theseat. 20 A passenger seat assembly as claimed in claim 19, wherein oneor more of said auxiliary accommodation elements comprise a foot-restpositioned or deployable to be positioned forwardly of said seat, andwherein in said second position the second bed surface of the back-restelement is disposed substantially coplanarly and contiguously with saidfoot-rest. 21 A passenger seat assembly as claimed in claim 13, whereinone or more of said auxiliary elements comprise a fixed, rear extensionsurface positioned rearwardly of the seat. 22 A passenger seat assemblyas claimed in claim 21, wherein said seat comprises a movable infillelement and said seat conversion sub-mechanism is adapted to allowmovement of said infill component between a lower, stowed position and araised, deployed position in which said infill element extendssubstantially coplanarly and contiguously with said second surface ofsaid back-rest element in said second prone position and said rearextension surface, thereby to form a substantially flat, extended bedsurface, and wherein said seat conversion sub-mechanism is furtheradapted to control movement of said infill component such that saidinfill component is caused to moved from said stowed position to saiddeployed position when the back-rest element is moved from said firstupright position to said second prone position. 23 A passenger seatassembly as claimed in claim 13, wherein said one side of the back-restcomponent carries a layer of foam padding having a contoured firstsurface that is adapted to form a back-rest or part of a back-rest of aseat and the other side carries a layer of foam padding having asubstantially flat second surface that is adapted to form part of a bed.24 A passenger seat assembly as claimed in claim 13, wherein said seatconversion sub-mechanism comprises a seat holding device that ispivotably connected to said supporting structure for rocking movementbetween a first seat position and a second bed position, said back-restelement being mounted on said holding device such that said back-restelement can be pivoted from said first upright position to said secondprone position by rocking said holding device from said first positionto said second position, and releasable locking means adapted forselectively locking said holding device in said first and secondpositions. 25 A passenger seat assembly as claimed in claim 24, whereinsaid seat-pan element is pivotably mounted on said holding device, thearrangement being such that when said holding device is rocked from thefirst position to the second position the seat-pan element is caused tomove downwardly from an upper deployed position to a lower stowedposition and the back-rest element rocks forwardly over the seat-panelement such that in said second prone position the back-rest elementoverlays the seat-pan element. 26 A passenger seat assembly as claimedin claim 25, wherein said seat-pan element comprises a front end and arear end relative to said back-rest element, said seat-pan element beingpivoted to the holding device at or towards said rear end, and whereinsaid seat movement mechanism further comprises a seat-pan supportingdevice for supporting the front end of the seat-pan element. 27 Apassenger seat assembly as claimed in claim 26, wherein said seat-pansupporting device comprises a slideway disposed beneath said seat-panelement, a leg member having two opposing ends, one of said ends beingpivotably connected to the front end of the seat-pan element, the otherend being slidably engaged in said slideway, and a drag-strut connectingsaid other end of the leg member to the holding device; the arrangementbeing such that as the holding device is rocked from the first positionto the second position, the drag-strut is moved to cause or allow saidother end of the leg member to slide in said slideway, the slidewayhaving a profile such that as the holding device moves from the firstposition to the second position, the leg-member is moved downwardly,thereby causing or allowing the front end of the seat-pan element tomove progressively downwardly. 28 A passenger seat assembly as claimedin claim 24, wherein said seat movement mechanism further comprises aseat reclining sub-mechanism adapted to allow said seat elements to beselectively moved between an upright position and a fully reclinedposition, when said holding device is disposed in said first seatposition. 29 A passenger seat assembly as claimed in claim 28, whereinsaid seat reclining sub-mechanism comprises a curvilinear track attachedto the holding device and having two opposing track-ends and a pluralityof spaced track-followers attached to said back-rest element, saidtrack-followers being adapted to engage in and slide along said track,the track being configured such that as the track-followers slide alongthe track from one end to the other the back-rest element is caused torock progressively rearwardly from the first upright position to a thirdfully reclined position. 30 A passenger seat assembly as claimed inclaim 29, wherein said seat reclining sub-mechanism further comprisesselectively operable, bi-directional driving device for translationallymoving said back-rest element relative to the holding device, thearrangement being such that operation of said driving means device saidtrack-followers to slide along said curvilinear track, thereby causingthe back-rest element to rock progressively between said first and thirdpositions. 31 A passenger seat assembly as claimed in claim 30, whereinsaid driving device comprises a linear actuator connected between saidback-rest element and said holding device. 32 A passenger seat assemblyas claimed in claim 31, wherein said linear actuator comprises a linearscrew fixedly secured to said holding device, a screw-engaging devicepivotably connected to said back-rest element and a selectivelyoperable, bi-directional motor carried by said holding device forrotatably driving said linear screw. 33 A passenger seat assembly asclaimed in claim 31, wherein said seat-pan element has a front end and arear end relative to said back-rest element and said linear actuator ispivotably connected between said holding device and said seat-panelement, said linear actuator being attached to the seat-pan element ator towards said rear end, for driving said seat-pan elementprogressively downwards relative to the supporting structure from afirst upper position when said back-rest element is in said firstupright position to a second lower position when said back-rest elementis in said third fully reclined position, and wherein seat movementmechanism further comprises a seat-pan supporting device for supportingthe front end of the seat-pan element as the rear end of the seat-panelement is driven downwardly, thereby causing the seat-pan to tiltprogressively rearwardly as the back-rest element rocks rearwardly. 34 Apassenger seat assembly as claimed in claim 31, wherein said linearactuator is connected to said back-rest element through a lost motiondevice to allow a small degree of relative translational movementbetween said seat-pan and back-rest elements. 35 A passenger seatassembly as claimed in claim 24, wherein said seat conversionsub-mechanism further comprises a selectively operable, bi-directionalactuator for rocking said holding device between said first seatposition and said second bed position. 36 A passenger seat assembly asclaimed in claim 35, wherein said actuator comprises a four bardouble-rocker linkage, said linkage comprising a rocker and a couplerlink connected intermediate said holding device and said rocker, andselectively operable, bi-directional rotary drive device for operatingsaid rocker, the arrangement being such that operation of said rockercauses rocking of said holding device between said first and secondpositions. 37 A passenger seat assembly as claimed in claim 36, whereinsaid rotary drive device comprises a motor, a worm-gear and aworm-wheel, wherein said worm wheel is fixedly secured to said rocker.38 A passenger seat assembly as claimed in claim 37, wherein saidworm-gear is disengageable from said worm-wheel to allow said holdingdevice to be rocked manually between said first and second positions. 39A passenger seat assembly as claimed in claim 35, wherein said actuatoris attached to the supporting structure beneath said seat elements. 40 Apassenger seat assembly as claimed in claim 24, wherein said holdingdevice comprises two spaced side members disposed respectively toopposing sides of said back-rest element. 41 A passenger seat assemblyas claimed in claim 40, wherein said coupler link is connected to saidside members below the pivot between the holding device and thesupporting structure. 42 A passenger seat assembly as claimed in claim37, wherein in the first position the rocker and coupler link subtend anangle of 180° to form a strut, whereby forces applied to the holdingdevice are transmitted linealy through the rocker, and are nottransmitted rotationally to the worm-screw. 43 A passenger seat assemblyas claimed in claim 38, wherein said worm-gear is coupled to saidworm-wheel through a break-link device which is adapted to preventinadvertent disengagement of the worm-gear from the worm-wheel, but canbe selectively operated to allow the worm-gear to be disengaged from theworm-wheel. 44 A seating system for a passenger vehicle, particularly anaircraft, comprising a plurality of seat units, each seat unit defininga notional longitudinal seat axis and comprising a supporting structureadapted for attaching the seat unit to a floor of a vehicle and elementsforming or being selectively configurable for forming a seat, said seatcomprising a seat-pan and a back-rest, and a substantially flat bed;wherein said seat units are arranged to form a column defining anotional longitudinal column axis, in which column said seat-units arearranged side-by-side in a longitudinally offset relation at an acuteangle to a notional column axis, thereby defining a space to the rear ofeach seat, and a major proportion of the bed of each seat unit isdisposed forwardly of the position of the seat, which bed extendsrearwardly into said space to extend the flat-bed. 45 A seating systemas claimed in claim 44, wherein each seat unit includes a passengersupporting element in said space to the rear of the seat, whichpassenger supporting element forms part of said flat bed. 46 A seatingsystem as claimed in claim 44, wherein said acute angle is in the range30-60°, preferably 40-50°, e.g. 45°. 47 A seating system as claimed inclaim 44, wherein said vehicle comprises an accommodation cabin, whichcabin defines a notional longitudinal cabin axis, and wherein saidnotional column axis is substantially parallel to or subtends an acuteangle with said cabin axis. 48 A seating system as claimed in claim 44,wherein said seat units are disposed adjacent a side wall of the vehicleand face inwardly, or are disposed back-to-back with the seat units inanother column. 49 A seating system as claimed in claim 44, wherein eachseat unit further comprises a foot-rest that is positioned forwardly ofthe seat. 50 A seating system as claimed in claim 49, wherein each seatunit further comprises a first privacy screen that is positionedforwardly of said foot-rest. 51 A seating system as claimed in claim 44,wherein said elements comprise one or more movable passenger-bearingelements which are selectively configurable to form, in a seat mode, atleast part of the seat for a passenger or, in a bed mode, at least partof said flat bed, and wherein the flat bed in the bed mode is disposedat substantially the same level as the seat-pan in the seat mode. 52 Aseating system as claimed in claim 51, wherein each seat unit comprisesa first passenger-supporting element in said space to the rear of theseat, which first passenger-supporting element is disposed substantiallycoplanarly with said one or more movable elements when said movableelements are configured in the bed mode and is adapted to form part ofsaid flat bed. 53 A seating system as claimed in claim 51, wherein eachseat unit further comprises a second passenger-supporting element to oneside of each seat, which second passenger-supporting element is disposedsubstantially coplanarly with said first passenger supporting elementand is adapted to form part of said flat bed when the movable elementsare configured in said bed mode, thereby to extend said flat bedlaterally. 54 A seating system as claimed in claim 53, wherein the firstfixed element of one seat unit is disposed substantially contiguously tothe second fixed element of an adjacent seat unit, said first and secondelements being divided from one another by a second privacy screen. 55 Arecliner seat assembly, particularly for use on a vehicle such, forexample, as an aircraft, comprising a fixed supporting portion adaptedfor supporting the assembly off a floor of the vehicle, a reclinableseat portion comprising a seat-pan and a back-rest, and a seatconnecting device adapted for connecting said seat portion to saidsupporting portion, said connecting device including a seat recliningmechanism adapted for allowing and controlling translational movement ofsaid seat portion relative to the supporting portion between a firstupright position and a second fully reclined position and a selectivelyoperable, bi-directional motor adapted for driving said seat portionbetween said first and second positions; wherein said seat recliningmechanism comprises a guiding device for rocking said back-restprogressively rearwardly relative to the supporting portion as the seatportion is moved from the first upright position to the second fullyreclined position, and said motor is connected to the seat portion by anon-reversible linear actuator. 56 A recliner seat assembly as claimedin claim 55, wherein said non-reversible linear actuator comprises alead screw drive or ball screw drive. 57 A recliner seat assembly asclaimed in claim 55, wherein said linear actuator comprises a linearscrew or ball screw attached to said one of said supporting portion (ora part connected thereto) and said seat portion and a screw-engagingdevice attached to the other of said seat portion and said supportingportion (or a part connected thereto). 58 A recliner seat assembly asclaimed in claim 55, wherein said linear actuator is connected to saidseat-pan for driving said seat-pan along a predetermined linear pathbetween a first position and a second position relative to saidsupporting portion. 59 A recliner seat assembly as claimed in claim 58,wherein said seat-pan has a front end and a rear end relative to theback-rest and said linear actuator is pivotably connected to saidseat-pan at or towards said rear end and is arranged for driving saidrear end of the seat-pan downwardly as it moves from the first positionto the second position, and wherein said seat reclining mechanismfurther comprises a supporting device for supporting the front end ofthe seat-pan as the rear end of the seat-pan is driven downwardly,thereby causing the seat-pan to tilt rearwardly as the back-rest rocksrearwardly. 60 A recliner seat assembly as claimed in claim 55, whereinsaid guiding device comprises a curvilinear track attached to thesupporting portion or a part connected thereto and a plurality of spacedtrack-followers attached to said back-rest, said track-followers beingadapted to engage in and slide along said track. 61 A recliner seatassembly as claimed in claim 55, wherein said linear actuator ispivotably connected to said seat-pan and is pivotably connected to saidback-rest through a lost-motion device to allow relative pivoting andtranslational movement between said seat-pan and back-rest. 62 A seathaving a reclinable back-rest, said seat comprising a fixed supportingportion adapted for supporting the seat off a floor, a seat portioncomprising a reclinable back-rest and a seat connecting device adaptedfor connecting said seat portion to said supporting portion, saidconnecting device including a back-rest reclining mechanism adapted forallowing and controlling movement of said back-rest between a firstupright position and a second fully reclined position; wherein saidback-rest comprises a first lower back-rest member having an upper endand a second upper back-rest member that is superposed said firstback-rest member and is pivotably connected at or towards the upper endthereof so as to transmit translational movement therebetween, andwherein said back-rest reclining mechanism comprises first and secondelongate guide tracks attached to the supporting portion or a partconnected thereto, said first track having two opposing track-ends, aplurality of first spaced track-engaging follower members attached tothe first back-rest member adapted to engage and slide in one of saidtracks and a second track-engaging follower member attached to thesecond back-rest member or a part connected thereto, said first trackbeing curvilinear such that as the first track-engaging follower membersslide along said first track from one end to the other the firstback-rest member is caused to rock progressively relative to thesupporting portion between the first upright position and the secondfully reclined position, and said second track having a profile suchthat as said second track-engaging follower member is caused to slidealong the second track, the second back-rest member is caused to rockprogressively with respect to the first back-rest member. 63 A seathaving a reclinable back-rest as claimed in claim 62, wherein saidback-rest reclining mechanism comprises a rocker lever having two armswhich subtend an obtuse angle, which rocker is pivoted to said firstback-rest member at a point intermediate said two arms, one of said armscarrying said second track-engaging follower member, and a connectinglever having two opposite ends, one of said ends being pivoted to theother arm of said rocker and the other end being fixedly secured to thesecond back-rest member; the arrangement being such that as the secondfollower member is caused to slide along said second track, the rockeris caused to rock about its pivot to the first back-rest member, causingsaid lever to pivot about its pivot to the other arm of the rocker,thereby causing the second back-rest member to rock about its pivot tothe first back-rest member. 64 A seat having a reclinable back-rest asclaimed in claim 62, wherein said seat connecting device furthercomprises a selectively operable, bi-directional linear actuatorconnected between said supporting portion or a part connected theretoand said back-rest for moving said back-rest translationally relative tosaid supporting portion, the arrangement being such that as theback-rest is caused to move translationally relative to the supportingportion the first follower members on said first back-rest member arecaused to slide progressively along said first track, thereby causingsaid back-rest to rock progressively between said first upright andsecond fully reclined positions. 65 A seat having a reclinable back-restas claimed in claim 64, wherein said seat portion comprises a seat-panand said linear actuator is connected to said seat-pan for moving saidseat-pan along a predetermined linear path between a first position andsecond position. 66 A seat having a reclinable back-rest as claimed inclaim 65, wherein said linear actuator is pivotably coupled to saidseat-pan. 67 A seat having a reclinable back-rest as claimed in claim64, wherein said linear actuator is pivotably coupled to said back-restby a lost motion device. 68 A seat module for a passenger vehicle, saidseat module comprising a seat portion, a foot-rest portion, a unitarysupporting structure for supporting said seat portion and said foot-restportion off the floor of the vehicle, two spaced fixings for fixing thesupporting structure to one of a pair of seat tracks in a floor of thevehicle at two spaced points, and a third fixing for fixing thesupporting structure to the other track, thereby to provide a 3-pointfixing between the seat module and the seat tracks for attaching saidsupporting structure to said pair of seat tracks; whereby a plurality ofsaid seat modules can be attached to a pair of seat tracks, one adjacentanother, thereby to form a plurality of seat units, each seat unitcomprising the seat portion of one module and the foot-rest portion ofanother, adjacent module.